Methods and systems for adjusting engine operation based on weather data

ABSTRACT

Methods and systems are provided for adjusting engine operation based on wirelessly received weather data in conjunction with engine sensor outputs. In one example, a method may comprise receiving a first measurement of a weather parameter from one or more engine sensors and a second measurement of the weather parameter from weather data, the weather data provided by a wireless weather service. The method may further comprise determining accuracies for the first and second measurements, generating an estimate of the weather parameter based on the accuracies of the first and second measurements, and adjusting at least one engine operating parameter based on the generated estimate.

BACKGROUND/SUMMARY

Engine systems are typically feedback controlled based on outputs fromvarious engine sensors configured to measure current engine operatingconditions. That is, engine operations such as spark timing, fuelinjection timing, throttle position, exhaust gas recirculation (EGR),etc., may be adjusted by an engine controller based on sensor outputs.The engine controller can utilize the information from these sensors,along with various algorithms and look-up tables, to maintain peakvehicle performance during changing conditions. For example, the enginecontroller may adjust spark characteristics to compensate for changes inhumidity.

Modern vehicle systems may be equipped with cloud-based communicationssystems for providing vehicle location information, route guidance, andweather reports. Some approaches aimed at reducing reliance on vehiclesensors may utilize weather data received through the vehicle's wirelesscommunications system to estimate ambient conditions and adjust vehicleoperation. One example of such an engine control system is shown byAmpunan et al. in US 2006/0064232. The engine controller may adjust anengine operating parameter based on a measurement of an ambientcondition obtained from the received weather data and not from a vehiclesensor configured to measure the ambient condition. Thus, fewer sensorsmay be equipped in the vehicle system, reducing the cost of the vehiclesystem.

However, the inventors herein have recognized potential issues with suchsystems. As one example, the weather data may be less accurate thanoutputs from the vehicle sensors. Weather data may be obtained fromvarious weather stations equipped with instruments for measuringatmospheric conditions. However, as the distance between a vehicle andthe nearest weather station increases, the difference in weatherconditions between the vehicle's current location and the nearestweather station may increase, and thus, the accuracy of the weather datamay decrease. Further, a vehicle may travel through terrain such asmountains, tunnels, etc., where wireless communication is interruptedand/or lost. During such periods where the weather information is notupdated, the accuracy of the estimated engine operating conditions maybe reduced, and as such engine performance may be degraded. In yetfurther examples, a vehicle may enter a microclimate such as a coveredarea, puddle, car wash, etc., where the ambient conditions at thespecific vehicle location may be different than the average ambientconditions for the regional location in which the vehicle is positioned.In such examples, the accuracy of received weather data may be reduced.

In one example, the issues described above may be addressed by a methodcomprising receiving a first measurement of a weather parameter from oneor more engine sensors and a second measurement of the weather parameterfrom weather data, determining a first accuracy of the first measurementand a second accuracy of the second measurement, generating an estimateof the weather parameter based on the accuracies of the first and secondmeasurements, and adjusting at least one engine operating parameterbased on the generated estimate.

In another representation, a method may comprise in a first mode wherewireless communication with a weather service provider is notestablished, adjusting at least one engine operating parameter based onoutputs from one or more vehicle sensors, in a second mode wherewireless communication with a weather service provider is establishedand an accuracy of the one or more vehicle sensors is less than athreshold, adjusting the at least one engine operating parameter basedon wirelessly received weather data, and in a third mode where wirelesscommunication with a weather service provider is established and theaccuracy of the one or more vehicle sensor is not less than thethreshold, adjusting the at least one engine operating parameter basedon the wirelessly received weather data and outputs from the one or morevehicle sensors.

In another representation, a vehicle system may comprise an enginesystem including one or more sensors, where the one or more sensorsprovide a first set of measurements for a plurality of weatherparameters, a wireless communication module configured to receiveweather data from a network of remote servers, the weather dataincluding a second set of measurements of the plurality of weatherparameters, and a controller in communication with the wirelesscommunication module, the controller including computer readableinstructions for: determining a first set of accuracies for the firstset of measurements obtained from the one or more sensors, determining asecond set of accuracies for the second set of measurements obtainedfrom the weather data, and adjusting at least one engine operatingparameter based on the first and second sets of accuracies.

In this way, more accurate estimates of current ambient conditions maybe achieved by evaluating both the accuracies of one or more enginesensors configured to measure the ambient conditions and the accuracy ofwirelessly received weather data including measurements of the currentambient conditions. Specifically, depending on the accuracies of theengine sensors and the weather data, one or more of the ambientconditions may be estimated based on one or more of the sensors, or theweather data, or both. Engine operating parameters may be controlledmore precisely to desired levels given the more accurate estimates ofthe current ambient conditions. As a result fuel efficiency may beincreased, and emissions may be reduced.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a schematic diagram of an example wireless vehiclecommunications system in accordance with one or more embodiments of thepresent disclosure.

FIG. 2 shows a schematic diagram of a vehicle that may be included inthe wireless vehicle communications system of FIG. 1, the vehicleincluding an engine system and a grille shutter system in accordancewith one or more embodiments of the present disclosure.

FIG. 3 shows a flow chart of a method for adjusting engine operatingparameters based on vehicle sensor output and/or received weather data,in accordance with one or more embodiments of the present disclosure.

FIG. 4 shows a flow chart of a method for assessing the accuracy ofvehicle sensor outputs and models of engine operating conditions basedon the sensor outputs, in accordance with one or more embodiments of thepresent disclosure.

FIG. 5 shows a flow chart of a method for assessing the accuracy ofreceived weather data, in accordance with one or more embodiments of thepresent disclosure.

FIG. 6 shows a flow chart of a method for adjusting exhaust gasrecirculation (EGR) flow and spark timing based on vehicle sensor outputand/or received weather data, in accordance with one or more embodimentsof the present disclosure.

FIG. 7 shows a flow chart of a method for diagnosing grille shutterfaults based on vehicle sensor output and/or received weather data, inaccordance with one or more embodiments of the present disclosure.

FIG. 8 shows a flow chart of a method for operating a two mode aircleaner based on vehicle sensor output and/or received weather data, inaccordance with one or more embodiments of the present disclosure.

FIG. 9 shows a graph illustrating example adjustments to EGR undervarying engine operating conditions as determined based on receivedweather data and/or vehicle sensors' outputs, in accordance with one ormore embodiments of the present disclosure.

DETAILED DESCRIPTION

The following description relates to systems and methods for adjustingengine operating parameters based on weather data and/or vehiclesensors' outputs. As shown in the example vehicle system of FIG. 2, avehicle including an engine system may comprise various sensors formeasuring ambient conditions and current engine operating conditions.Further, the vehicle may include a wireless communications system,enabling the vehicle to receive data corresponding to traffic, weather,location, etc., as shown in the example communications network ofFIG. 1. FIG. 3 shows an example method for determining how to useweather data and vehicle sensor outputs to increase the accuracy ofestimates of current ambient conditions to improve engine performance.Specifically, FIG. 5 shows an example method for determining theaccuracy of received weather data and FIG. 4 shows an example method fordetermining the accuracy of vehicle sensors' outputs. An enginecontroller may then adjust estimates of ambient conditions based on theaccuracies of the weather data and sensor outputs.

Engine operating parameters may thus be more precisely controlled basedon the adjusted estimates of ambient conditions. For example, EGR flow,injection timing, and/or spark timing may be adjusted based on theestimated ambient conditions as shown in the example method of FIG. 6.Other example engine control operations that may be performed based onthe adjusted estimates of ambient conditions are shown in FIGS. 7 and 8.Specifically, FIG. 7 shows an example method for diagnosing grilleshutter faults, and FIG. 8 shows an example method for operating a twomode air cleaner. Example adjustments to EGR flow and spark timing undervarying engine operating conditions are shown in FIG. 9.

Beginning with FIG. 1, it shows a schematic diagram of an examplewireless vehicle communications system 10. Wireless vehiclecommunications system 10 generally includes one or moretelematics-equipped vehicles 12, one or more wireless systems 14 (alsoreferred to herein as wireless networks 14), and one or more remoteservers 16. The wireless vehicle communications system 10 may also bereferred to herein as vehicle cloud computing system 10. The vehiclecould computing system 10 enables wireless data transfer between each ofthe vehicles 12, and between the vehicles 12 and one or more remoteservers 16. As one example, the vehicles 12 may continually orperiodically receive data from the servers 16 relating to one or more ofweather conditions, traffic information, vehicle location information,vehicle performance information, engine and/or vehicle diagnostics, etc.Further, the vehicles 12 may continually and/or periodically transmitdata to the server 16 to be processed and/or stored by the servers 16such as vehicle location information, engine and/or vehicle operatingconditions, etc. As explained in greater detail below, engine and/orvehicle operation may be adjusted based on information received fromservers 16 via the cloud computing system 10. An example vehicle andengine system are shown in greater detail below with reference to FIG.2.

In some examples, the wireless vehicle communications system 10 mayadditionally include various personal wireless devices 22, and a shortmessage service center (SMSC) 24. It should be understood that themethods disclosed below with reference to FIGS. 3-8 can be used with anynumber of different systems and is not specifically limited to theoperating environment shown in FIG. 1. Thus, the following paragraphssimply provide a brief overview of one possible configuration forproviding wireless communication between each of the vehicles 12, and/orbetween the vehicles 12 and remote servers 16. However, it should beappreciated that other systems not shown here may be employed towirelessly transmit data between vehicles 12 and a network of remoteservers in a cloud computing configuration.

Vehicles 12 are depicted in the illustrated embodiment as passengercars, but it should be appreciated that any other vehicle includingmotorcycles, trucks, sports utility vehicles (SUVs), recreationalvehicles (RVs), marine vessels, aircraft, etc., can also be used. Someof the vehicle electronics 28 are shown generally in FIG. 1. A moredetailed description of an example vehicle engine is shown below withreference to FIG. 2. The vehicle electronics 28 may include one or moreof a telematics unit 30, a microphone 32, one or more pushbuttons orother control inputs 34, an audio system 36, a visual display 38, and anavigation module 40 as well as a number of vehicle system modules(VSMs) 42. Some of these devices can be connected directly to thetelematics unit 30 such as, for example, the microphone 32 andpushbutton(s) 34, whereas others are indirectly connected using one ormore network connections, such as a communications bus 44 or anentertainment bus 46. Examples of suitable network connections include acontroller area network (CAN), a media oriented system transfer (MOST),a local interconnection network (LIN), a local area network (LAN), andother appropriate connections such as Ethernet or others that conformwith known ISO, SAE and IEEE standards and specifications, to name but afew.

Telematics unit 30 may enable vehicles 12 to receive and/or transmitwireless signals corresponding to voice, text, and/or other data. Thus,telematics unit 30 may send and/or receive wireless signals (e.g.,electromagnetic waves) such as Wifi, Bluetooth, radio, cellular, etc.Telematics unit 30 may therefore be referred to as transceiver 30, sinceit may be capable of both sending and receiving wireless signals.Wireless signals produced by the telematics unit 30 of vehicles 12 maybe sent to and received by one or more of the vehicles 12, remoteservers 16, GPS satellites 60, communication satellites 62, relay towers70, etc. Thus, each of the vehicles 12 may be in wireless communicationwith one another for sending and/or receiving information there-betweenvia the telematics unit 30. Further, each of the vehicles 12 may be inwireless communication with the remote servers 16 for sending and/orreceiving information there-between.

Wireless communication between the remote servers 16 and the vehicles 12may be maintained even at greater distances between the servers 16 andthe vehicles 12 by including relay towers 70. Each of the towers 70 mayinclude sending and receiving antennas for relaying wireless signalsbetween the remote servers 16 and the vehicles 12.

Additionally or alternatively, communications system 10 may utilizesatellite communications to provide uni-directional or bi-directionalcommunication between one or more of the vehicles 12 and the remoteservers 16. This may be done using one or more communication satellites62 and an uplink transmitting station 64. Uni-directional communicationcan be, for example, satellite radio services, wherein programmingcontent (news, music, weather, etc.) is received by transmitting station64, packaged for upload, and then sent to the satellite 62, whichbroadcasts the programming to subscribers. Further, in some examples asshown below with reference to FIGS. 3-8 each of the vehicles 12 maywirelessly transmit information to the satellite 62, which broadcaststhe information to the servers 16.

As such, each of the vehicles 12 may communicate with one or more of theremote servers 16, other telematics-equipped vehicles 12, or some otherentity or device capable of transmitting and/or receiving wirelesssignals. Telematics unit 30 enables the vehicles 12 to offer a number ofdifferent services including those related to messaging, navigation,telephony, weather reporting, traffic reporting, diagnostics,infotainment, etc. Data can be sent over a data connection, such as viaa packet switching connection.

According to one embodiment, telematics unit 30 utilizes a wirelessmodem 50 for data transmission, an electronic processing device 52, oneor more digital memory devices 54, and a dual antenna 56. It should beappreciated that the modem 50 can either be implemented through softwareor it can be a separate hardware component located internal or externalto telematics unit 30. The modem 50 can operate using any number ofdifferent standards or protocols such as EVDO, CDMA, GPRS, and EDGE.Wireless networking between the vehicles 12 and other networked devicescan also be carried out using telematics unit 30. For this purpose,telematics unit 30 can be configured to communicate wirelessly accordingto one or more wireless protocols, such as any of the IEEE 802.11protocols, WiMAX, or Bluetooth. When used for packet switching datacommunication such as TCP/IP, the telematics unit 30 can be configuredwith a static IP address or can set up to automatically receive anassigned IP address from another device on the network such as a routeror from a network address server.

Processor 52 can be any type of device capable of processing electronicinstructions including microprocessors, microcontrollers, hostprocessors, controllers, vehicle communication processors, andapplication specific integrated circuits (ASICs). It can be a dedicatedprocessor used only for telematics unit 30 or can be shared with othervehicle systems. Processor 52 executes various types of digitally-storedinstructions, such as software or firmware programs stored in memory 54,which enable the telematics unit 30 to provide a wide variety ofservices. For instance, processor 52 can execute programs or processdata to carry out at least a part of the methods discussed herein.

Telematics unit 30 can be used to provide a diverse range of vehicleservices that involve wireless communication to and from the vehicles12. Such services can include: diagnostic reporting of vehiclecomponents such as engine components, engine and/or vehicle data, datarelating to ambient weather conditions, remote control of certainvehicle features through the use of VSMs 42; turn-by-turn directions andother navigation-related services provided in conjunction with thenavigation module 40. Furthermore, it should be understood that at leastsome of the aforementioned modules could be implemented in the form ofsoftware instructions saved internal or external to telematics unit 30,they could be hardware components located internal or external totelematics unit 30, and/or they could be integrated and/or shared witheach other or with other systems located throughout the vehicles 12, tocite but a few possibilities. In the event that the modules areimplemented as VSMs 42 located external to telematics unit 30, theycould utilize communications bus 44 to exchange data and commands withthe telematics unit 30.

Navigation module 40 may be configured to support any suitablenavigation system such as GPS, GALILEO, GLONASS, IRNSS, etc. Inexamples, where the navigation module 40 is a GPS navigation module, themodule 40 receives signals from a constellation of GPS satellites 60.From these signals, the module 40 can determine vehicle position that isused for providing navigation and other position-related services to thevehicle driver. Further, the navigation module 40 may receive roadinformation such as the type of road on which the vehicle is driving(e.g., dirt, gravel, paved, etc.), landmarks, points of interest, etc.Thus, the navigation module 40 may generate a navigation map. Navigationinformation can be presented on the display 38 (or other display withinthe vehicle) or can be presented verbally such as is done when supplyingturn-by-turn navigation. The navigation services can be provided using adedicated in-vehicle navigation module (which can be part of navigationmodule 40), or some or all navigation services can be done viatelematics unit 30, wherein the position information is sent to a remotelocation such as remote server 16, for purposes of providing the vehiclewith navigation maps, map annotations (points of interest, restaurants,etc.), route calculations, ambient weather conditions for the currentvehicle location, and the like. The position information can be suppliedto remote servers 16, for other purposes, such as fleet management.

Apart from the audio system 36 and navigation module 40, the vehicles 12can include other vehicle system modules (VSMs) 42 in the form ofelectronic hardware components that are located throughout the vehicleand typically receive input from one or more sensors and use the sensedinput to perform diagnostic, monitoring, control, reporting and/or otherfunctions. Each of the VSMs 42 is preferably connected by communicationsbus 44 to the other VSMs, as well as to the telematics unit 30, and canbe programmed to run vehicle system and subsystem diagnostic tests andperform other functions. As examples, one VSM 42 can be an enginecontrol module (ECM) that controls various aspects of engine operationsuch as fuel injection, ignition timing, exhaust gas recirculation(EGR), grille shutter position, etc. As another example, another VSM 42can be a powertrain control module that regulates operation of one ormore components of the vehicle powertrain, and another VSM 42 can be abody control module that governs various electrical components locatedthroughout the vehicle, like the vehicle's power door locks. Accordingto one embodiment, the ECM is equipped with on-board diagnostic (OBD)features that provide myriad real-time data, such as that received fromvarious sensors including vehicle emissions sensors, and provide astandardized series of diagnostic trouble codes (DTCs) that allow atechnician to rapidly identify and remedy malfunctions within thevehicle. As is appreciated by those skilled in the art, theabove-mentioned VSMs are only examples of some of the modules that maybe used in vehicles 12, as numerous others are also possible.

Vehicle electronics 28 may also include a number of vehicle userinterfaces that provide vehicle occupants with a means of providingand/or receiving information, such as microphone 32, pushbuttons(s) 34,audio system 36, and visual display 38. As used herein, the term‘vehicle user interface’ broadly includes any suitable form ofelectronic device, including both hardware and software components,which is located on the vehicles 12 and enables a vehicle user tocommunicate with or through a component of the vehicles 12. In thedescription herein a vehicle user may also be referred to simply as auser, and/or a vehicle operator. The pushbutton(s) 34 allow manual userinput into the telematics unit 30 to provide data, response, or controlinput. Audio system 36 provides audio output to a vehicle occupant andcan be a dedicated, stand-alone system or part of the primary vehicleaudio system. According to the particular embodiment shown in FIG. 1,audio system 36 is operatively coupled to both vehicle bus 44 andentertainment bus 46 and can provide AM, FM and satellite radio, CD, DVDand other multimedia functionality. This functionality can be providedin conjunction with or independent of the infotainment module describedabove. Visual display 38 is preferably a graphics display, such as atouch screen on the instrument panel, a pop-up visual display, or aheads-up display reflected off of the windshield, and can be used toprovide a multitude of input and output functions. Various other vehicleuser interfaces can also be utilized, as the interfaces of FIG. 1 areonly an example of one particular implementation.

Remote servers 16 may be arranged in a network in a cloud computingconfiguration. The remote server 16 may therefore comprise one or morecomputing devices configured to receive, store, analyze, and transmitdigital information. For example, the remote servers 16 may receive andstore weather information, vehicle location information, vehicleoperating data, etc. As one example, the weather data may be obtainedfrom one or more weather service providers. Additionally oralternatively, the weather data may be received directly from one ormore weather stations equipped with devices for measuring atmosphericweather conditions. As another example, vehicle location information maybe obtained from the vehicles 12 and/or GPS satellites 60. Based on thevehicle location data, the servers 16 may send weather information tothe vehicles 12 pertaining to the weather for the current vehiclelocation or location nearest the current vehicle location for whichweather data is available. That is, the weather data stored by theservers 16 may include location information to which the weather datapertains. Said another way, the servers 16 may receive weather data fromvarious weather stations and/or weather service providers, where theweather data includes the geographic location and/or region to whichthat weather data pertains. Thus, the weather data may include weatherconditions such as humidity, temperature, precipitation, etc., and theassociated geographic location and/or region to which those weatherconditions correspond. Thus, the weather data may represent weatherconditions for a geographical location and/or region. The weather datafor the location and/or region nearest the current vehicle location maybe transmitted to each of the vehicles 12.

The weather data, or weather information may include ambienttemperature, relative humidity, precipitation amount, type ofprecipitation (e.g., rain, snow, hail, etc.), probability ofprecipitation, wind speed, wind direction, dew point, CO₂ or othergreenhouse gas concentration in ambient air, etc. Further, the servers16 may send inclement weather warnings to the vehicles 12 for warning avehicle operator of upcoming road hazards, floods, storms, andpotentially hazardous conditions.

Remote servers 16 may include a logic subsystem 82 and a data-holdingsubsystem 84. Remote servers 16 may optionally include a displaysubsystem 86, communication subsystem 88, and/or other components notshown in FIG. 2. For example, remote servers 16 may also optionallyinclude user input devices such as keyboards, mice, game controllers,cameras, microphones, and/or touch screens.

The remote servers 16 may store data to be used by the vehicles 12 inthe data-holding subsystem 84. For example, the remote servers 16 maystore weather data such as temperature, humidity, precipitation, winddirection, wind speed, rain, snow, ice, altitude, dew point, etc., andmay relay the weather data to the vehicles 12. Specifically, the weatherdata relayed to the vehicles 12 may correspond to weather data collectedfrom a location closest to the current position of the vehicles 12.Thus, based on the current vehicle position, which may be obtained fromthe GPS Satellites 60, the remote servers 16 may relay weather datacorresponding to the closest location to the vehicles 12 from whichweather data has been obtained. In this way, an estimate of the currentweather conditions may be provided to the vehicles 12 based on receivedweather data, and the current position of the vehicles 12 as obtainedfrom one or more GPS devices included in the vehicles 12.

Logic subsystem 82 may include one or more physical devices configuredto execute one or more instructions that may be stored in data-holdingsubsystem 84. For example, logic subsystem 82 may be configured toexecute one or more instructions that are part of one or moreapplications, services, programs, routines, libraries, objects,components, data structures, or other logical constructs. Suchinstructions may be implemented to perform a task, implement a datatype, transform the state of one or more devices, or otherwise arrive ata desired result.

Logic subsystem 82 may include one or more processors that areconfigured to execute software instructions. Additionally oralternatively, the logic subsystem 82 may include one or more hardwareor firmware logic machines configured to execute hardware or firmwareinstructions. Processors of the logic subsystem 82 may be single ormulti-core, and the programs executed thereon may be configured forparallel or distributed processing. The logic subsystem 82 mayoptionally include individual components that are distributed throughouttwo or more devices, which may be remotely located and/or configured forcoordinated processing. For example, the logic subsystem 82 may includeseveral engines for processing and analyzing data. These engines may bewirelessly connected to one or more databases for processing datareceived from one or more of the vehicles 12. One or more aspects of thelogic subsystem 82 may be virtualized and executed by remotelyaccessible networked computing devices configured in a cloud computingconfiguration.

Data-holding subsystem 84 may include one or more physical,non-transitory devices configured to hold data and/or instructionsexecutable by the logic subsystem 82 to implement the herein describedmethods and processes. When such methods and processes are implemented,the state of data-holding subsystem 84 may be transformed (for example,to hold different data).

Data-holding subsystem 84 may include removable media and/or built-indevices. Data-holding subsystem 84 may include optical memory (forexample, CD, DVD, HD-DVD, Blu-Ray Disc, etc.), and/or magnetic memorydevices (for example, hard drive disk, floppy disk drive, tape drive,MRAM, etc.), and the like. Data-holding subsystem 84 may include deviceswith one or more of the following characteristics: volatile,nonvolatile, dynamic, static, read/write, read-only, random access,sequential access, location addressable, file addressable, and contentaddressable. In some embodiments, logic subsystem 82 and data-holdingsubsystem 84 may be integrated into one or more common devices, such asan application-specific integrated circuit or a system on a chip.

It is to be appreciated that data-holding subsystem 84 includes one ormore physical, non-transitory devices. In contrast, in some embodimentsaspects of the instructions described herein may be propagated in atransitory fashion by a pure signal (for example, an electromagneticsignal) that is not held by a physical device for at least a finiteduration. Furthermore, data and/or other forms of information pertainingto the present disclosure may be propagated by a pure signal.

Servers 16 may include one or more databases 85 in data-holdingsubsystem 84 for storing vehicle location data, weather data, vehicleand engine operating data, vehicle operator preferences, etc. Thus, oneor more of the databases 85 may comprise a weather database.

When included, display subsystem 86 may be used to present a visualrepresentation of data held by data-holding subsystem 84. As the hereindescribed methods and processes change the data held by the data-holdingsubsystem 84, and thus transform the state of the data-holding subsystem84, the state of display subsystem 86 may likewise be transformed tovisually represent changes in the underlying data. Display subsystem 86may include one or more display devices utilizing virtually any type oftechnology. Such display devices may be combined with logic subsystem 82and/or data-holding subsystem 84 in a shared enclosure, or such displaydevices may be peripheral display devices.

When included, communication subsystem 88 may be configured tocommunicatively couple remote servers 16 with one or more other wirelessdevices, such as telematics unit 30 of vehicles 12. Communicationsubsystem 88 may include wired and/or wireless communication devicescompatible with one or more different communication protocols. Asnon-limiting examples, communication subsystem 88 may be configured forcommunication via a wireless telephone network, a wireless local areanetwork, a wired local area network, a wireless wide area network, awired wide area network, etc. In some embodiments, communicationsubsystem 88 may allow remote servers 16 to send and/or receive messagesto and/or from other devices via a network such as the public Internet.

In some examples, the relay towers 70 may be configured as part of awireless cellular network. In such examples, the communications system10 may include personal wireless devices 22 which can be, for example,cellular phones or other personal portable devices capable of wirelesscommunication including, for the illustrated embodiment, SMS messagingcapability. The devices 22 can communicate with the relay towers 70 tosend and receive voice calls, SMS messages, and possibly othercommunications such as non-speech data for purposes of providingInternet access, weather information, location information, etc.Further, the telematics unit 30 of each of the vehicles 12 may becapable of sending and/or receiving SMS messages, and phone calls viathe cellular network provided by the relay towers 70.

As such, telematics unit 30 may utilize cellular communication accordingto either GSM or CDMA standards and thus may include a standard cellularchipset for voice communications like hands-free calling.

Further, communications system may include one or more mobile switchingcenters (MSCs) 72, as well as any other networking components requiredto connect wireless carrier system 14 with remote servers 16. Each ofthe relay towers 70 may therefore include sending and receiving antennasand a base station, with the base stations from different cell towersbeing connected to the MSC 72 either directly or via intermediaryequipment such as a base station controller. Wireless carrier system 14can implement any suitable communications technology, including forexample, analog technologies such as AMPS, or the newer digitaltechnologies such as CDMA (e.g., CDMA2000) or GSM/GPRS. As will beappreciated by those skilled in the art, various cell tower/basestation/MSC arrangements are possible and could be used with wirelesssystem 14. For instance, the base station and cell tower could beco-located at the same site or they could be remotely located from oneanother, each base station could be responsible for a single cell toweror a single base station could service various cell towers, and variousbase stations could be coupled to a single MSC, to name but a few of thepossible arrangements.

Short message service center (SMSC) 24 is preferably in communicationwith relay towers 70 and is involved in the communication of SMSmessages. SMSC 24 can operate according to a store-and-forwardprincipal; that is, when a first user sends an SMS message that isintended for a second user, the SMS message gets stored at the SMSCuntil the second user is available to receive it. In other embodiments,the SMSC employs a store-and-forget approach where it only attempts topass the SMS message along one time. These types of approaches enableusers to send and receive SMS messages at any time, even if they arecurrently on a voice call. It should of course be appreciated that theexemplary representation of SMSC 24 is but one example of a suitablearrangement, as the SMSC could instead be provided according to someother configuration known in the art. In general, SMS messages sent toor from the vehicles 12 or wireless mobile devices 22 are receivedand/or transmitted by the relay towers 70, and pass through the MSC 72and SMSC 24 for processing and routing to the remote servers 16.

FIG. 2 shows a schematic of an example engine system 200 that may beincluded in a vehicle 202, such as the vehicles 12 described above withreference to FIG. 1. Thus, Vehicle 202 may be the same or similar tovehicles 12 described above in FIG. 1. As such, engine system 200 may insome examples be included in the vehicles 12 described above in FIG. 1.Engine system 200 may be included in a vehicle such as a road vehicle,among other types of vehicles. While the example applications of enginesystem 200 will be described with reference to a vehicle, it should beappreciated that various types of engines and vehicle propulsion systemsmay be used, including passenger cars, trucks, etc.

Engine system 200 and/or other components of vehicle 202 may becontrolled by a controller 212. Controller 212 may be the same orsimilar to VSM 42 described above with reference to FIG. 1. Thus, thecontroller 212 may receive wireless data such as weather data andvehicle location data from one or more remote servers (e.g., remoteservers 16 described above with reference to FIG. 1), and may adjustoperation of one or more of the components of vehicle 202 based on thereceived weather data.

In the depicted embodiment, engine 210 is a boosted engine coupled to aturbocharger 213 including a compressor 214 driven by a turbine 216.Fresh air may be introduced along intake passage 242 into engine 210 viaair cleaner 211 and flows to compressor 214. Specifically, fresh airentering the vehicle 202 may enter the engine system 200 and flowthrough air cleaner 211 en route to intake manifold 222. As such, airentering the engine system 200 may be forced through the air cleaner 211before flowing to the intake manifold 222. The air cleaner 211 may alsobe referred to herein as air filter 211, and may filter particulatematter and/or purify the air supplied to the engine 210.

In some examples, intake passage 242 may be positioned within acompartment of the vehicle 202 that houses the engine 210. Further, theintake passage 242 may receive air that enters the vehicle 202 via thegrille 248. Thus a portion or all of the air introduced into the vehicle202 via the grille 248 may be directed into the engine 210 via theintake passage 242. However, in other examples, the intake passage 242may include its own source of airflow from exterior to the vehicle, andmay be in fluidic communication with ambient airflow exterior to thevehicle 202 via grilles or other apertures in the vehicle other than thegrille 248.

In yet further examples, the air cleaner 211 may be a two mode aircleaner, and may receive ambient airflow from two sources via more thanone intake duct. Thus, the air cleaner 211 may receive airflow from afirst source, such as grille 248, via intake passage 242. Additionally,in some examples, the air cleaner 211 may be coupled to a secondaryintake passage 243, and may receive airflow from a second source,different than the first source, via the secondary intake passage 243.For example, the secondary intake passage 243 may be a snorkel thatprovides fluidic communication between the air cleaner 211 and ambientairflow outside of the vehicle 202, and more specifically to ambientairflow passing vertically above the engine compartment with respect tothe ground in an on-road vehicle.

Depending on engine operating conditions and ambient weather conditions,the air cleaner 211 may draw in air from either the intake passage 242or secondary intake passage 243, or both. Specifically, airflow into theair cleaner 211 may be regulated by an inlet valve 272. Inlet valve 272may be positioned in either the intake passage 242 or secondary intakepassage 243 for regulating the airflow there-through. In yet anotherexample, the inlet valve 272 may be a three-way valve and may bepositioned at a junction of the intake passage 242 and secondary intakepassage 243. In yet a further examples, inlet valve 272 may be includedwithin the air cleaner 211.

The air cleaner 211 may be operated in a protected first mode where theair cleaner 211 receives substantially all of the intake airflow fromsecondary passage 243 and not from intake passage 242. Thus, in theprotected first mode, the air cleaner 211 may only receive intake airfrom a snorkel, and not from ram air received through grille 248. Theair cleaner 211 may be switched to a ram air second mode, where the aircleaner 211 receives airflow from the intake passage 242. Switching ofthe air cleaner 211 between the first and second modes may be achievedby adjusting valve 272. In yet further examples, the air cleaner 211 mayreceive airflow from exhaust gasses in exhaust conduit 235 and may onlyreceive airflow from exhaust conduit 235 during the protected firstmode.

For example, when valve 272 is positioned in the intake passage 242, thevalve 272 may be adjusted to a closed first position in the protectedfirst mode of the air cleaner 211, where substantially no air flowsthrough intake passage 242, and as such substantially all of the airentering the engine system 200 enters through the secondary intakepassage 243. The valve 272 may be adjusted to an open second position ina ram air second mode of the air cleaner 211, where air enters the aircleaner 211 from both the intake passage 242 and secondary intakepassage 243.

The compressor 214 may be a suitable intake-air compressor, such as amotor-driven or driveshaft driven supercharger compressor. In the enginesystem 200, the compressor is shown as a turbocharger compressormechanically coupled to turbine 216 via a shaft 219, the turbine 216driven by expanding engine exhaust. In one embodiment, the compressorand turbine may be coupled within a twin scroll turbocharger. In anotherembodiment, the turbocharger may be a variable geometry turbocharger(VGT), where turbine geometry is actively varied as a function of enginespeed and other operating conditions.

As shown in FIG. 2, compressor 214 is coupled, through charge air cooler(CAC) 218 to throttle valve (e.g., intake throttle) 220. The CAC 218 maybe an air-to-air or air-to-coolant heat exchanger, for example. Throttlevalve 220 is coupled to engine intake manifold 222. From the compressor214, the hot compressed air charge enters the inlet of the CAC 218,cools as it travels through the CAC 218, and then exits to pass throughthe throttle valve to the intake manifold 222. Ambient airflow 246 fromoutside the vehicle 202 may enter engine 210 through a grille 248 at avehicle front end and pass across the CAC 218, to aid in cooling thecharge air. Condensate may form and accumulate in the CAC 218 when theambient air temperature decreases, or during humid or rainy weatherconditions, where the charge air is cooled below the water dew point. Inone example, cool ambient airflow traveling to the CAC 218 may becontrolled by the grille shutter system 260 such that condensateformation and engine misfire events are reduced. In another example, thesource from which ambient air is inducted into the engine intake may beadjusted by adjusting a relative amount of air flowing through intakepassage 242 and secondary intake passage 243 (e.g., via adjusting ofvalve 272).

In the embodiment shown in FIG. 2, the engine system 200 may include anambient temperature sensor 221 for measuring a temperature of ambientair inducted into the engine system 200. For example, the temperaturesensor 221 may be positioned between the air cleaner 211 and thecompressor 214. Further, a humidity sensor 229 may be included betweenthe air cleaner 211 and the compressor 214 for measuring a relativehumidity of ambient airflow entering the engine system 200. For example,the humidity sensor 229 may be a variable voltage oxygen sensor thatoperates at a lower first voltage where water molecules are notdissociated, and then at a higher second voltage where water moleculesare dissociated. A humidity of the ambient air may then be estimatedbased on the difference in the outputs from the sensor 229 at the twovoltages. Thus, the engine system 200 may be equipped with sensors formeasuring and/or estimating ambient temperature and humidity. However,it should be appreciated that in other examples, that the engine system200 may not include sensor 221 and/or sensor 229, and that in someexamples, the controller 212 may estimate the ambient temperature and/orhumidity based on the wirelessly received weather data. In yet furtherexamples, the controller 212 may estimate the ambient temperature and/orhumidity based on a combination of the wirelessly received weather dataand outputs from the sensors 221 and 229.

In the embodiment shown in FIG. 2, the pressure of the air charge withinthe intake manifold may be sensed by manifold air pressure (MAP) sensor224 and a boost pressure may be sensed by boost pressure sensor 227.However in some examples sensor 224 and/or sensor 227 may not beincluded in the engine system 200. A compressor by-pass valve (notshown) may be coupled in series between the inlet and the outlet ofcompressor 214. The compressor by-pass valve may be a normally closedvalve configured to open under selected operating conditions to relieveexcess boost pressure. For example, the compressor by-pass valve may beopened during conditions of decreasing engine speed to avert compressorsurge.

Additional sensors such as manifold charge temperature (MCT) sensor 223and air charge temperature sensor (ACT) 225 may be included to determinethe temperature of intake air at the respective locations in the intakepassage. However, in other examples, sensor 223 and/or sensor 225 maynot be included in the engine system 200. In some examples, the MCT andthe ACT sensors may be thermistors and the output of the thermistors maybe used to determine the intake air temperature in the passage 242. TheMCT sensor 223 may be positioned between the throttle 220 and the intakevalves of the combustion chambers 231. The ACT sensor 225 may be locatedupstream of the CAC 218 as shown, however, in alternate embodiments, theACT sensor 225 may be positioned upstream of compressor 214. The airtemperature may be further used in conjunction with an engine coolanttemperature to compute the amount of fuel that is delivered to theengine, for example.

Intake manifold 222 is coupled to a series of combustion chambers 231through a series of intake valves (not shown). In the example shown inFIG. 2, engine 210 includes four combustion chambers 231. However, itshould be appreciated that in other examples, the engine 210 may includemore or less than four combustion chambers 231.

Fuel injectors 271 are shown coupled directly to the combustion chambers231 for injecting fuel directly therein in proportion to the pulse widthof signal FPW received from controller 212. In this manner, the fuelinjectors 271 provide what is known as direct injection of fuel into thecombustion chambers 231; however it will be appreciated that portinjection is also possible. Fuel may be delivered to the fuel injectors271 by a fuel system (not shown) including a fuel tank, a fuel pump, anda fuel rail. Thus, each of the combustion chambers 231 may include afuel injector, and as such in the example of FIG. 2, four fuel injectors271 are shown. However, it should be appreciated that the number of fuelinjectors may be more or less than four depending on the number ofcombustion chambers 231 included in the engine 210.

In a process referred to as ignition, the injected fuel is ignited byknown ignition means such as spark plug 273, resulting in combustion.Thus, each of the combustion chambers 231 may include a spark plug 273.Each spark plug 273 may provide an electric spark that initiatescombustion of the air/fuel mixture in each of the respective combustionchambers 231. The time at which the spark plug 273 provides the electricspark to initiate combustion may be referred to as the spark ignitiontiming. Specifically, spark ignition timing may be the point during thepiston stroke at which the spark plug 273 provides the electric spark.Spark ignition timing may be controlled by the controller 212. In someexamples, the spark ignition timing may be controlled such that thespark provided by the spark plug 273 occurs before (advanced) or after(retarded) the manufacturer's specified time. For example, spark timingmay be retarded from maximum break torque (MBT) timing to control engineknock or advanced under high humidity conditions. MBT timing may referto a spark ignition timing that occurs during the compression stroke (ina four-stroke engine) of the piston, before the piston has reached topdead center (TDC). The spark ignition timing may be adjusted to aposition later in the compression stroke of the piston relative to MBTwhen retarding the spark ignition timing. Conversely, the spark ignitiontiming may be adjusted to a position earlier in the compression strokeof the piston relative to MBT when advancing the spark ignition timing.

Although shown in the example of FIG. 2 as a gasoline spark ignitionengine, it should be appreciated that in some examples, engine system200 may be configured as a diesel engine, and as such may not includespark plug 273. Thus, in some examples, the engine 210 may be configuredas a self-ignition engine utilizing diesel fuel.

The combustion chambers 231 are further coupled to exhaust manifold 236via a series of exhaust valves (not shown). Products of combustion fromthe combustion chambers 231 may be exhausted to the exhaust manifold236. In the depicted embodiment, a single exhaust manifold 236 is shown.However, in other embodiments, the exhaust manifold may 236 include aplurality of exhaust manifold sections. Configurations having aplurality of exhaust manifold sections may enable effluent fromdifferent combustion chambers to be directed to different locations inthe engine system. Universal Exhaust Gas Oxygen (UEGO) sensor 256 isshown coupled to exhaust manifold 36 upstream of turbine 216.Alternatively, a two-state exhaust gas oxygen sensor may be substitutedfor UEGO sensor 256.

As shown in FIG. 2, exhaust from the one or more exhaust manifoldsections is directed to turbine 216 to drive the turbine 216. Whenreduced turbine torque is desired, some exhaust may be directed insteadthrough a waste gate (not shown), by-passing the turbine. The combinedflow from the turbine 216 and the waste gate then flows through emissioncontrol device 270. In general, one or more emission control devices 270may include one or more exhaust after-treatment catalysts configured tocatalytically treat the exhaust flow, and thereby reduce an amount ofone or more substances in the exhaust flow.

All or part of the treated exhaust from emission control device 270 maybe released into the atmosphere via exhaust conduit 235. Depending onoperating conditions, however, some exhaust gasses may be divertedinstead to an exhaust gas recirculation (EGR) passage 251, through EGRcooler 250 and EGR valve 252, to the inlet of compressor 214. In thismanner, the compressor 214 is configured to admit exhaust tapped fromdownstream of turbine 216. The EGR valve 252 may be opened to admit acontrolled amount of cooled exhaust gas to the compressor inlet fordesirable combustion and emissions-control performance. In this way,engine system 200 is adapted to provide external, low-pressure (LP) EGR.The rotation of the compressor 214, in addition to the relatively longLP EGR flow path in engine system 200, provides homogenization of theexhaust gas into the intake air charge. Further, the disposition of EGRtake-off and mixing points provides effective cooling of the exhaust gasfor increased available EGR mass and improved performance. In otherembodiments, the EGR system may be a high pressure EGR system with EGRpassage 251 connecting from upstream of the turbine 216 to downstream ofthe compressor 214. In some embodiments, the MCT sensor 223 may bepositioned to determine the manifold charge temperature, and may includeair and exhaust recirculated through the EGR passage 251.

Motor vehicle 202 further includes a cooling system 204 that circulatescoolant through internal combustion engine 210 to absorb waste heat anddistributes the heated coolant to radiator 280 and/or heater core 290via coolant lines 282 and 284, respectively. In particular, FIG. 2 showscooling system 204 coupled to engine 210 and circulating engine coolantfrom engine 210 to radiator 280 via engine-driven water pump 286, andback to engine 210 via coolant line 282. Engine-driven water pump 286may be coupled to the engine via front end accessory drive (FEAD) 288,and rotated proportionally to engine speed via belt, chain, etc.Specifically, engine-driven water pump 286 circulates coolant throughpassages in the engine block, head, etc., to absorb engine heat, whichis then transferred via the radiator 280 to ambient air. In an examplewhere engine-driven water pump 286 is a centrifugal pump, the pressure(and resulting flow) produced may be proportional to the crankshaftspeed, which in the example of FIG. 2, is directly proportional toengine speed. In another example, a motor-controlled pump may be usedthat can be adjusted independently of engine rotation. The temperatureof the coolant (e.g., engine coolant temperature, ECT) may be regulatedby a thermostat valve 238, located in the cooling line 282, which may bekept closed until the coolant reaches a threshold temperature. In someexamples, the ECT may be determined based on the thermostat valveopening. In other examples, a temperature sensor 239 may be positionedin the cooling line to measure ECT. As such, the temperature sensor 239may be positioned upstream or downstream of the thermostat valve 238.However, in other examples, temperature sensor 239 may not be includedin engine system 200.

Engine system 200 may include an electric fan 292 for directing coolingairflow toward the CAC 218, engine cooling system 204, or other enginesystem components. In some embodiments, electric fan 292 may be anengine cooling fan. The engine cooling fan may be coupled to radiator280 in order to maintain airflow through radiator 280 when vehicle 202is moving slowly or stopped while the engine is running. Fan rotationspeed or direction may be controlled by a controller 212. In oneexample, a grille shutter system 260 may adjust the positions of thegrille shutters 244 to allow ambient air entering the vehicle through agrille 248 by opening or closing the grille shutters 244. Grilleshutters 244 located in front of the CAC 218 may be operated adaptivelyand/or continuously adjusted to cool the CAC 218.

Coolant may flow through coolant line 282, as described above, and/orthrough coolant line 284 to heater core 290 where the heat may betransferred to passenger compartment 206, and the coolant flows back toengine 210. In some examples, engine-driven water pump 286 may operateto circulate the coolant through both coolant lines 282 and 284.

FIG. 2 further shows a control system 228. Control system 228 may becommunicatively coupled to various components of engine system 200 tocarry out the control routines and actions described herein. Forexample, as shown in FIG. 2, control system 228 may include theelectronic digital controller 212. Controller 212 may be amicrocomputer, including a microprocessor unit, input/output ports, anelectronic storage medium for executable programs and calibrationvalues, random access memory, keep alive memory, and a data bus. Asdepicted, controller 212 may receive input from a plurality of sensors230, which may include user inputs and/or sensors (such as transmissiongear position, gas pedal input (e.g., pedal position), brake input,transmission selector position, vehicle speed, engine speed, massairflow through the engine, boost pressure, ambient temperature fromtemperature sensor 221, ambient humidity from humidity sensor 229,intake air temperature, fan speed, etc.), cooling system sensors (suchas ECT sensor 239, fan speed, passenger compartment temperature, ambienthumidity, etc.), CAC 218 sensors (such as CAC inlet air temperature, ACTsensor 225 and pressure, CAC outlet air temperature, MCT sensor 223 andpressure sensors 224 and 227, etc.), and others. In addition, controller212 may receive data from a GPS 234 and/or an in-vehicle communicationsand entertainment system 226 of vehicle 202. In one embodiment, based onthe rate of change of ECT, controller may determine a future ECT andaccordingly estimate first and a second grille shutter openings.Aerodynamic drag may be estimated at the two grille shutter positions,and the controller may set the final grille shutter position (betweenthe first and the second grille shutter position) based on the estimatedaerodynamic drag, as explained further below with reference to FIG. 3.

Furthermore, controller 212 may communicate with various actuators 232,which may include engine actuators (such as fuel injectors, anelectronically controlled intake air throttle plate, spark plugs, etc.),cooling system actuators (such as air handling vents and/or divertervalves in the passenger compartment climate control system, etc.), theactive grille shutters 244, and others. In some examples, the storagemedium may be programmed with computer readable data representinginstructions executable by the processor for performing the methodsdescribed below as well as other variants that are anticipated but notspecifically listed.

The grille 248 of the motor vehicle 202 provides an opening (e.g., agrille opening, a bumper opening, etc.) for receiving ambient airflow246 through or near the front end of the vehicle and into the enginecompartment. Such ambient airflow 246 may then be utilized by radiator280, electric fan 292, and other components to keep the engine and/ortransmission cool. The grille shutter system 260 may include activegrille shutters (AGS) 244 configured to adjust the amount of airflowreceived through grille 248. Further, the ambient airflow 246 may rejectheat from the vehicle air conditioning system and can improveperformance of turbo-charged/super-charged engines that are equippedwith CAC 218 that reduces the temperature of the air that goes into theintake manifold/engine. In one example, the electric fan 292 may beadjusted to further increase or decrease the airflow to the enginecomponents.

Turning now to FIGS. 3-8, they show example methods for adjusting engineoperating parameters based on vehicle sensors' outputs and/or wirelesslyreceived weather data. The methods described below in FIGS. 3-8 may bestored in non-transitory memory of an engine controller (e.g.,controller 212 described above in FIG. 2) and may be executed by thecontroller based on outputs from various engine and/or vehicle sensorssuch as an ambient temperature sensor (e.g., temperature sensor 221described above in FIG. 2) and an ambient humidity sensor (e.g.,humidity sensor 229 described above in FIG. 2). Additionally oralternatively, the engine controller may execute the methods based onwirelessly received weather data.

Focusing on FIG. 3, it shows a first method 300 for adjusting at leastone engine operating parameters based on outputs from one or more enginesensors and/or wirelessly received weather data. Method 300 begins at302 which comprises receiving outputs from one or more engine sensorscorresponding to a weather parameter and/or engine operating conditions.The weather parameters may comprise measurements of ambient conditionsof the vehicle including one or more of ambient humidity, ambientpressure, ambient temperature, precipitation amount, precipitation type,probability of precipitation, wind speed, wind direction, dew point,etc.

For example, the method 300 at 302 may comprise receiving outputs fromthe ambient temperature sensor corresponding to a measured temperatureof inducted air, and/or outputs from the ambient humidity sensorcorresponding to a measured humidity of the inducted air. In furtherexamples, the method 300 at 302 may comprise receiving outputs fromadditional engine sensors such as various pressure sensors (e.g.,pressure sensors 224 and 227 described above in FIG. 2), oxygen sensors(e.g., UEGO sensor 256 described above in FIG. 2), etc. Thus, at 302,the controller may estimate engine operating conditions based on thereceived outputs from the various engine sensors.

Further, in some examples, the method 300 at 302 may comprise generatingmodels for predicted engine operating conditions based on the outputsreceived from the engine sensors. For example, the controller maygenerate models for outlet temperatures and/or efficiencies of one ormore of a charge air cooler (e.g., CAC 218 described above in FIG. 2)and a radiator (e.g., radiator 280 described above in FIG. 2).Specifically, the outlet temperatures and/or efficiency models may begenerated based outputs from the engine sensors such as air temperaturesestimated from one or more temperature sensors, pressure levels asestimated from one or more pressure sensors, and humidity levels asestimated from one or more humidity sensors. For example, the outlettemperature and/or efficiency models for the radiator may be estimatedbased on one or more of a temperature of ambient air as estimated basedon outputs from the ambient temperature sensor and/or an estimate ofcoolant temperature as estimated based on outputs from a coolanttemperature sensor (e.g., temperature sensor 239 described above in FIG.2). Future CAC outlet temperatures and/or efficiencies may be modeledbased on one or more of a charge air temperature as estimated based onoutputs from a charge air temperature sensor (e.g., temperature sensor225 described above in FIG. 2), a relative humidity as estimated basedon outputs from the humidity sensor, and a boost pressure as estimatedbased on a charge air pressure sensor (e.g., pressure sensor 227described above in FIG. 2). Thus, the method 300 at 302 may additionallycomprise predicting future engine operating conditions, and/or weatherparameters based on the outputs received from the engine sensors.

Method 300 then continues from 302 to 304 which comprises determiningthe accuracy of each of the engine sensors' outputs received at 302. Anexample method for determining the accuracy of each engine sensor'soutputs is described below with reference to FIG. 4. For example, theaccuracy of outputs from the humidity sensor may be adjusted based onthe ambient humidity and secondary exhaust gas flow such as an amount ofexhaust gas recirculation. Method 300 may execute method 400 describedbelow with reference to FIG. 4, at 304. Thus, method 400 of FIG. 4 maybe executed as a subroutine of method 300 at 304.

Method 300 then continues to from 304 to 306 which comprises receivingweather data for at least the weather parameter measured by the one ormore engine sensors at 302. Specifically, the weather data may includeestimates of ambient conditions measured by the engine sensors at 302.For example, the weather data may include estimates of one or moreweather parameters such as ambient temperature and ambient humidity.Thus, both engine sensors included in the engine system, and the weatherdata may provide estimates of one or more weather parameters.

Method 300 at 306 may comprise receiving the wireless weather data, theweather data comprising a plurality of different weather parameters,where the weather parameters provide an indication of the ambientconditions surrounding the vehicle. As described above with reference toFIG. 1, the weather data may be received by the controller via awireless communication module (e.g., telematics unit 30 described abovein FIG. 1) that wirelessly communicates with one or more remote servers(e.g., remote servers 16 described above in FIG. 1) that receive weatherdata from weather service providers and/or weather stations. The weatherdata received at 306 may correspond to weather conditions at a locationnearest the current geographical location of the vehicle (e.g., vehicle202 described above with reference to FIG. 2) from which weathermeasurements have been taken. Thus, the nearest available weathermeasurements to the current vehicle location may be received at 306. Assuch, weather measurements from the weather station nearest the currentvehicle location may be received at 306. In other examples, the weatherdata received at 306 may correspond to predicted weather conditions atthe current geographical location of the vehicle, where the predictedweather conditions may be estimated based on nearby weather measurementsand one or more computer models.

After receiving the weather data at 306, method 300 then continues to308 which comprises determining the accuracy of the received weatherdata. An example method for determining the accuracy of the receivedweather data is described below with reference to FIG. 5. For example,the accuracy of the weather data may be based on the distance betweenthe location at which the weather data was measured and the currentvehicle location. Method 300 may execute method 500 described below withreference to FIG. 5, at 308. Thus, method 500 of FIG. 5 may be executedas a subroutine of method 300 at 308.

Method 300 may then continue from 308 to 310 which comprises determiningif the accuracy of the weather data estimated at 308 is greater than theaccuracy of the engine sensor outputs determined at 304. Specifically,the method 300 at 310 may comprise determining if, for a particularweather parameter, the accuracy of the weather data is greater than theaccuracy of the one or more engine sensors' outputs. As an example, thecontroller may determine whether the measurements of the ambienttemperature obtained from the weather data, is more accurate than themeasurements of the ambient temperature obtained from outputs of theambient temperature sensor. As another example, the controller maydetermine whether the measurement of the ambient humidity obtained fromthe weather data, is more accurate than the measurement of the ambienthumidity obtained from outputs of the ambient humidity sensor. Asanother example, the controller may determine whether the measurement ofthe ambient pressure obtained from the weather data, is more accuratethan the measurement of the ambient pressure obtained from outputs of anambient pressure sensor. It should be appreciated that the aboveexamples are non-limiting examples of various weather parameters thatmay be measured by both an engine sensor and the received weather data,and that the accuracy of other weather parameters measured by both anengine sensor and the received weather data may be compared at 310without departing from the scope of the method 300 herein. Thus, ifmeasurements of a given weather parameter have been obtained from boththe weather data and one or more engine sensors, then the method 300proceeds to 310 and compares the accuracy of the two measurements.

Thus, method 300 may therefore comprise receiving a first measurement ofa first weather parameter from one or more engine sensors, receiving asecond measurement of said first weather parameter from wirelesslyreceived weather data, determining accuracies of each of the first andsecond measurements, and comparing the accuracies of the first andsecond measurements. As such, the method 300 may additionally comprisedetermining if measurements for a given weather parameter have beenreceived from both the weather data and one or more engine sensors. If ameasurement for the weather parameter has only been obtained from one ofthe weather data or engine sensors, then the method 300 may adjust atleast one engine operating parameter based on the obtained measurement.However, if measurements for a given weather parameter have beenobtained from both the weather data and one or more engine sensors, thenthe method 300 may execute 310 and may compare the accuracies of the twomeasurements. Further, method 300 may proceed to compare the accuracy ofthe weather data to the outputs of one or more engine sensors for everyweather parameter for which measurements have been obtained from boththe weather data and the one or more vehicle sensors.

If it is determined at 310 that the accuracy of the weather data is notgreater than the accuracy of the outputs from the one or more enginesensors, then method 300 may continue from 310 to 312 which comprisesadjusting at least one engine operating parameter based on the outputsfrom the one or more engine sensors. In some examples, the method 300 at312 may comprise not using the weather data to adjust at least oneengine operating parameter. An engine operating parameter may includeone or more of a fuel injection amount, a fuel injection timing, an EGRmass flow rate, position of an EGR valve (e.g., EGR valve 252 describedabove in FIG. 2), a spark timing, an induction air inlet path through anair cleaner (e.g., air cleaner 211 described above in FIG. 2), etc.FIGS. 6-8 show example methods for adjusting various engine operatingparameters. For example, EGR flow and therefore a position of the EGRvalve may be adjusted based on the ambient humidity as estimated basedon outputs from the ambient humidity sensor. Method 300 then returns.

Returning to 310, if is it determined that the accuracy of the weatherdata is greater than the accuracy of the outputs from the one or moreengine sensors, then method 300 may continue from 310 to 314 whichcomprises adjusting at least one engine operating parameter based on thereceived weather data. In some examples, the method 300 at 314 maycomprise not using outputs from one or more engine sensors to adjust theleast one engine operating parameter. Method 300 then returns.

Returning to 308, method 300 may additionally or alternatively proceedto 313 from 308 where the method 300 at 313 comprises determining if theweather data accuracy is less than a threshold. Thus, in some examples,method 300 may continue from 308 to 313 instead of continuing to 310. Asexplained in greater detail below with reference to FIG. 5, the weatherdata accuracy may be reduced when one or more of the distance betweenthe vehicle and the weather measurement location is greater than athreshold, a microclimate is detected, and a duration since the lastweather data update is greater than a threshold. Thus, in some examples,if one or more of the distance between the vehicle and the weathermeasurement location is greater than a threshold, a microclimate isdetected, and a duration since the last weather data update is greaterthan a threshold, then the weather data accuracy may be below thethreshold. However, in other examples, the weather data accuracy may bebelow the threshold when two or more of the distance between the vehicleand the weather measurement location is greater than a threshold, amicroclimate is detected, and a duration since the last weather dataupdate is greater than a threshold. In yet further examples, the weatherdata accuracy may be below the threshold when the distance between thevehicle and the weather measurement location is greater than athreshold, a microclimate is detected, and a duration since the lastweather data update is greater than a threshold.

In yet further examples, the amount that the weather data accuracy isreduced may depend on how far the vehicle is from the nearest weathermeasurement location, how severe the microclimate is (e.g., how muchdifferent the microclimate is than the surrounding climate), and howlong it has been since the weather data has been updated. Morespecifically, the weather data accuracy may be reduced to a greaterextent for greater distances between the vehicle and the nearest weathermeasurement location, more severe microclimates, and longer durationswithout a weather data update. Thus, the weather data accuracy may insome examples be below the threshold depending on how far the vehicle isfrom the nearest weather measurement location, how long it has beensince the weather data has been updated, and whether or not the vehicleis in a microclimate.

If the weather data accuracy is less than the threshold at 313, thenmethod 300 may continue from 313 to 312, and at least one engineoperating parameter may be adjusted based on sensor outputs. Thus, ifthe weather data accuracy is less than the threshold, then the weatherdata may not be used to adjust the at least one engine operatingparameter. Said another way, the method may comprise adjusting at leastone engine operating parameter based only on engine sensor outputs whenthe weather data accuracy is determined to be less than the threshold.Method 300 then returns.

However, if at 313 it is determined that the weather data accuracy isnot less than the threshold at 313, then method 300 may continue to 315which comprises determining if the engine sensor accuracy is less than athreshold. For example, as explained in greater detail below withreference to FIG. 4, the accuracy of each engine and/or vehicle sensormay be evaluated independently depending on different engine operatingconditions and/or ambient conditions. For example, the accuracy ofoutputs from the humidity sensor may be adjusted based on one or more ofthe ambient humidity level, secondary gas flow rates, etc. As anotherexample, the accuracy of outputs from the temperature sensor may beadjusted based one or more of engine compartment temperature, enginetemperature, ambient temperature, etc.

If it is determined at 315 that the sensor accuracy is less than thethreshold, then method 300 may continue from 315 to 314 and at least oneengine operating parameter may be adjusted based on the weather data.Thus, if the sensory accuracy is less than the threshold, then thesensor's outputs may not be used to adjust the at least one engineoperating parameter. Said another way, the method may comprise adjustingat least one engine operating parameter based only on the wirelesslyreceived weather data when the sensor accuracy is determined to be lessthan the threshold. Method 300 then returns.

However, if at 315 it is determined that the sensor accuracy is not lessthan the threshold, then method 300 may continue from 315 to 316 whichcomprises adjusting an estimate of the weather parameter based on therelative accuracies of the weather data and outputs from the one or moreengine sensors. As such, the method 300 may in some examples use boththe weather data and outputs from the one or more engine sensors toestimate the weather parameter instead of using either the weather dataor the outputs from the one or more engine sensors as is done in 312 and314, described above.

At 316, the method 300 comprises combining the first measurement of theweather parameter obtained from outputs of the one or more enginesensors with the second measurement of the weather parameter obtainedfrom the weather data into an adjusted third estimate of the weatherparameter. The combining the first and second measurements of theweather parameter may include taking an average of the two measurements.In further examples, the combining may include taking a weightedaverage, where the relative weighting of the two measurements isadjusted based on the accuracy of each of the measurements. For example,the adjusted third estimate may be closer to the first measurement thanthe second measurement if the accuracy of the first measurement isgreater than the accuracy of the second measurement. More simply, thethird estimate may be adjusted based on the accuracies of the first andsecond measurements, where the third estimate is weighted more heavilytowards the first or second measurement with the higher accuracy.Further, the weighting of the first and second measurements may beadjusted based on one or more of previous accuracies of themeasurements, accuracy trends of the measurements, and/or futurepredicted accuracies of the measurements.

After adjusting the estimate of the weather parameter based on therelative accuracies of the weather data and outputs from the one or moreengine sensors at 316, method 300 may then continue to 318 whichcomprises adjusting at least one engine operating parameter based on theadjusted estimate of the weather parameter obtained at 316. Thus, themethod 300 at 318 may comprise adjusting at least one engine operatingparameter based on the weather data and the outputs from the one or moreengine sensors. Specifically, the method 300 at 318 comprises adjustingat least one engine operating based on the adjusted third estimate ofthe weather parameter, where the third estimate of the weather parameteris determined based on both the weather data and outputs from the one ormore engine sensors. Method 300 then returns.

It should be appreciated that a given estimate of a weather parameter,for example ambient temperature, may be used to adjust more than oneengine operating parameter. For example, the ambient humidity may beused to adjust EGR flow and spark timing. Further, it should also beappreciated that a given engine operating parameter may be adjustedbased on more than one weather parameter. For example, EGR flow may beadjusted based on ambient humidity, ambient temperature, dew point,precipitation rates, etc. As such, the weather parameters used to adjusta single engine operating parameter may be obtained from one or moreengine sensors, or weather data, or both. For example, an engineoperating parameter may be adjusted based on one or any combination ofthe following: one or more first weather parameters estimated based onlyon outputs from one or more engine sensors, one or more second weatherparameters estimated based only on the received weather data, and one ormore third weather parameters estimated based on a combination of theoutputs from one or more engine sensors and the received weather data.

Thus, in one example, an engine operating parameter may be adjustedbased on one or more first weather parameters estimated based only onoutputs from one or more engine sensors. In other examples, an engineoperating parameter may be adjusted based on one or more second weatherparameters estimated based only on the received weather data. In anotherexample, an engine operating parameter may be adjusted based on one ormore third weather parameters estimated based on a combination of theoutputs from one or more engine sensors and the received weather data.In yet another example, an engine operating parameter may be adjustedbased on both of one or more first weather parameters estimated basedonly on outputs from one or more engine sensors and one or more secondweather parameters estimated based only on the received weather data. Inyet a further example, an engine operating parameter may be adjustedbased on both of one or more first weather parameters estimated basedonly on outputs from one or more engine sensors and one or more thirdweather parameters estimated based on a combination of the outputs fromone or more engine sensors and the received weather data. In anotherexamples, an engine operating parameter may be adjusted based on both ofone or more second weather parameters estimated based only on thereceived weather data and one or more third weather parameters estimatedbased on a combination of the outputs from one or more engine sensorsand the received weather data. As yet another example, an engineoperating parameter may be adjusted based on all of one or more firstweather parameters estimated based only on outputs from one or moreengine sensors, one or more second weather parameters estimated basedonly on the received weather data, and one or more third weatherparameters estimated based on a combination of the outputs from one ormore engine sensors and the received weather data.

In this way, a method may comprise receiving a first measurement of afirst weather parameter from one or more engine sensors, receiving asecond measurement of said first weather parameter from wirelesslyreceived weather data, determining accuracies of each of the first andsecond measurements, comparing the accuracies of the first and secondmeasurements, and adjusting at least one engine operating parameterbased on the first measurement and/or the second measurement.

Turning now to FIG. 4, it shows an example method 400 for determiningthe accuracy of outputs of one or more engine sensors configured tomeasure a weather parameter. Method 400 may continue from 304 of method300 described above in FIG. 3, and thus may be executed as a subroutineof method 300 at 304.

Method 400 begins at 402 which comprises determining if precipitation isoccurring. Precipitation may comprise one or more of rain, snow, ice,hail, etc. Further, the method 400 at 402 may additionally comprisedetermining if precipitation is imminent (e.g., will occur within athreshold duration). More specifically, the method 400 at 402 comprisesdetermining if precipitation is occurring at the current vehiclegeographical location. Wirelessly received weather data may be used todetermine if precipitation is occurring. Further, the received weatherdata may include the type of precipitation, and amount of precipitation(e.g., volumetric flow rate, mass flow rate, etc.).

If it is determined that precipitation is occurring at 402, then method400 continues from 402 to 406 which comprises reducing the accuracy ofestimated and/or predicted CAC and/or radiator outlet temperature and/orefficiency models. Thus, the accuracies of one or more of the estimatedand/or predicted CAC and/or radiator outlet temperature and efficiencymodels generated at 302 of method 300 of FIG. 3, may be reduced at 406.The predicted efficiency models generated at 302 of method 300, may bebased on outputs from one or more engine sensors that may not accountfor the effects of precipitation on CAC and/or radiator efficiency.Thus, as precipitation increases, the accuracy of the predictedefficiency models for the CAC and/or radiator that are based on outputsfrom the engine sensors may decrease. For example, CAC and/or radiatorefficiency may increase with increasing precipitation levels. Thus, thepredicted CAC and/or radiator efficiency models generated based onoutputs from the one or more engine sensors may underestimate actual CACand/or radiator efficiencies as precipitation increases.

In some examples, the accuracy of the predicted models may be reduced bya pre-set amount at 406. However, in other examples, the amount that theaccuracy of the predicted models is reduced may be based on an amount ofprecipitation. Specifically, the accuracy of the predicted models may bereduced to a greater extent at higher precipitation rates.

Further, the method 400 at 406 may additionally comprise adjusting oneor more of the CAC and/or radiator outlet temperature and/or efficiencymodels based on the precipitation information acquired from thewirelessly received weather data. Specifically, the models may beadjusted based on one or more of an amount of precipitation, type ofprecipitation, and future precipitation models. Specifically, theadjusting may comprise increasing the predicted efficiencies of one ormore of the CAC and radiator for increasing precipitation rates. In thisway, the accuracy of estimates of the CAC and/or radiator outlettemperatures and/or efficiency models may be increased. By increasingthe accuracy of estimated CAC and/or radiator efficiencies, engineoperating parameters such as fuel injection amount, fuel injectiontiming, spark timing, dilution rates, EGR flow, and boost may be moreprecisely controlled to desired levels, and thus engine performance maybe increased and emissions may be reduced.

Method 400 may then continue from 406 to 408 which comprises determiningif an engine compartment temperature is greater that a higher firstthreshold. Alternatively method 400 may proceed directly from 402 to 408if it is determined at 402 that precipitation is not occurring. Theengine compartment temperature may be a temperature of a portion orcompartment of a vehicle (e.g., vehicle 202 described above in FIG. 2)that houses an engine (e.g., engine 210 described above in FIG. 2),and/or additional components of an engine system (e.g., engine system200 described above in FIG. 2). As described above with reference toFIG. 2 the temperature may be estimated based on outputs from one ormore temperature sensors included in the engine system (e.g.,temperature sensors 221, 225, and 223). The higher first threshold maybe a pre-set temperature that may be stored in non-transitory memory ofthe controller.

If the engine compartment temperature is greater than the higher firstthreshold, then method 400 continues from 408 to 412 which comprisesreducing the accuracy of outputs from the ambient temperature sensor.The ambient temperature sensor may be affected by the engine compartmenttemperature. Specifically, the accuracy of the sensor may be reduced atengine compartment temperatures above the higher first threshold. Thus,the accuracy assigned to the outputs of the temperature sensor may bereduced when the engine compartment temperature is greater than thehigher first threshold. In some examples, the accuracy of the outputs ofthe temperature sensor may be reduced by a pre-set amount. In someexamples, the pre-set amount may be such that the accuracy of theambient temperature sensor is reduced to below the threshold describedabove in 315 of method 300 in FIG. 3. Thus, in some examples, when theengine compartment temperature is greater than the higher firstthreshold, the accuracy of the ambient temperature sensor may be belowthe threshold described above in 315 of method 300 in FIG. 3.

However, in other examples, the amount that the accuracy of the ambienttemperature sensor is reduced may be based on the engine compartmenttemperature, where the accuracy may be reduced to a greater extent forincreasing engine compartment temperatures above the higher firstthreshold.

Returning to 408, if it is determined that the engine compartmenttemperature is not greater than the higher first threshold, then method400 may continue from 408 to 414 which comprises determining if theengine compartment temperature is less than a lower second threshold. Asdescribed above, the ambient temperature sensor may be affected by theengine compartment temperature. Specifically, the accuracy of the sensormay be reduced at engine compartment temperatures below the lower secondthreshold. Thus, if it is determined at 414 that the engine compartmenttemperature is less than the lower second threshold, then method 400 maycontinue from 414 to 412 and reduce the accuracy of outputs of theambient temperature sensor.

Thus, the accuracy assigned to the outputs of the temperature sensor maybe reduced when the engine compartment temperature is less than thelower second threshold at 412. In some examples, the accuracy of theoutputs of the temperature sensor may be reduced by a pre-set amount at412. In some examples, the accuracy of the outputs of the temperaturesensor may be reduced by a pre-set amount. In some examples, the pre-setamount may be such that the accuracy of the ambient temperature sensoris reduced to below the threshold described above in 315 of method 300in FIG. 3. Thus, in some examples, when the engine compartmenttemperature is less than the lower second threshold, the accuracy of theambient temperature sensor may be below the threshold described above in315 of method 300 in FIG. 3.

However, in other examples, the amount that the accuracy is reduced maybe based on the engine compartment temperature, where the accuracy maybe reduced to a greater extent for decreasing engine compartmenttemperatures below the lower second threshold.

However, if at 414 it is determined that the engine compartmenttemperature is not less than the lower second threshold, and that thatthe engine compartment temperature is therefore between the higher firstand lower second thresholds, then method 400 may continue from 414 to416 which comprises adjusting the accuracy of the temperature sensoroutputs based on the engine compartment temperature. Thus, in someexamples, the accuracy of the temperature sensor outputs determined at304 of method 300 described above in FIG. 3, may be maintained atapproximately the same accuracy at 416. However, in other examples, theaccuracy of the temperature sensor outputs determined at 304 may beadjusted based on changes in the engine compartment temperature betweenthe first and second thresholds. For example, the accuracy of thetemperature sensor may depend on the actual temperature level. Thecontroller may include a look-up table that includes a relationshipbetween temperature levels and temperature sensor accuracies. Thus, thecontroller may use the look-up table to adjust the accuracy of thesensor based on the measured temperature.

Method 400 then continues from either 416 or 412 to 418 which comprisesdetermining if ambient humidity is greater than a threshold. The ambienthumidity may be estimated by a humidity sensor (e.g., humidity sensor229 described above in FIG. 2) included in the engine system.Additionally or alternatively the ambient humidity may be estimatedbased on the wirelessly received weather data. The threshold at 418 maybe a pre-set threshold that may be stored in non-transitory memory ofthe controller. However, in other examples, the threshold at 418 may beadjusted based on engine operating conditions such as engine compartmenttemperature. Thus, the amount that humidity affects the accuracy of thehumidity sensor may depend on engine operating conditions.

The ambient humidity sensor may be affected by the humidity.Specifically, the accuracy of the sensor may be reduced at humiditylevels above the threshold. Thus, if it is determined at 418 that thehumidity is greater than the threshold, then method 400 may continuefrom 418 to 420 which comprises reducing the accuracy assigned to thehumidity sensor. In some examples, the accuracy of the outputs of theambient humidity sensor may be reduced by a pre-set amount at 420. Insome examples, the pre-set amount may be such that the accuracy of theambient humidity sensor is reduced to below the threshold describedabove in 315 of method 300 in FIG. 3. Thus, in some examples, when theambient humidity is greater than the threshold, the accuracy of theambient humidity sensor may be reduced to below the threshold describedabove in 315 of method 300 in FIG. 3.

However, in other examples, the amount that the accuracy of the ambienthumidity sensor is reduced may be based on the ambient humidity, wherethe accuracy may be reduced to a greater extent for increasing humiditylevels above the threshold.

Returning to 418, if it is determined that the humidity is not greaterthan the threshold, then method 400 may continue from 418 to 422 whichcomprises adjusting the accuracy of the humidity sensor based on theestimated humidity. Thus, in some examples, the accuracy of the ambienthumidity sensor outputs determined at 304 of method 300 described abovein FIG. 3, may be maintained at approximately the same accuracy at 422.However, in other examples, the accuracy of the humidity sensor outputsdetermined at 304 may be adjusted based on changes in the humidity. Forexample, the accuracy of the humidity sensor may depend on the actualhumidity level. The controller may include a look-up table that includesa relationship between humidity levels and humidity sensor accuracies.Thus, the controller may use the look-up table to adjust the accuracy ofthe sensor based on the measured humidity.

Method 400 may then continue from either 422 or 420 to 424 whichcomprises determining if a secondary gas flow is greater than athreshold. The secondary gas flow may include gas flow into the intakemanifold (e.g., intake manifold 222 described above in FIG. 2) of theengine system from a source other than from ambient airflow through theair cleaner. Thus, the secondary gas flow may include one or more oflow-pressure exhaust gas recirculation (LP EGR), high-pressure exhaustgas recirculation (HP EGR), positive crankcase ventilation (PCV) gasses,fuel vapor purge gasses from an evaporative emissions control (EVAP)system, etc. An amount of EGR flow may be determined based on a positionan EGR valve (e.g., EGR valve 252 described above with reference to FIG.2) positioned in an EGR passage (e.g., passage 251 described above inFIG. 2), a pressure differential across the valve, a difference inpressure between where the EGR passage is coupled to in an exhaustpassage (e.g., exhaust conduit 235 described above with reference toFIG. 2) and an intake passage (e.g., intake passage 242 described abovein FIG. 2), etc. PCV flow may be estimated based on a position of a PCVvalve and a pressure differential between a crankcase and the intakemanifold. Purge flow may be estimated based on a position of a canisterpurge valve (CPV) and/or a pressure differential between a fuel vaporcanister and the intake manifold. In some examples the threshold at 424may represent a pre-set secondary gas flow rate (e.g., mass flow rate orvolumetric flow rate). However, in other examples, the threshold at 424may be adjusted based on engine operating conditions such as humidity,dilution rate, spark timing, CAC efficiency, etc.

If the secondary gas flow is greater than the threshold at 424, method400 may continue from 424 to 426 which comprises reducing the accuracyassigned to the humidity sensor. In some examples, the accuracy of theoutputs of the humidity sensor may be reduced by a pre-set amount at426. In some examples, the pre-set amount may be such that the accuracyof the ambient humidity sensor is reduced to below the thresholddescribed above in 315 of method 300 in FIG. 3. Thus, in some examples,when the ambient humidity is greater than the threshold, the accuracy ofthe ambient humidity sensor may be reduced to below the thresholddescribed above in 315 of method 300 in FIG. 3.

However, in other examples, the amount that the accuracy is reduced maybe based on the secondary gas flow rate, where the accuracy may bereduced to a greater extent for increasing secondary gas flow ratesabove the threshold.

In yet further examples, the accuracy of the humidity sensor may only bereduced to below the threshold described above in 315 of method 300 inFIG. 3, when both the humidity is greater than the threshold, and thesecondary gas flow is greater than the threshold.

Returning to 424, if it is determined that the secondary gas flow rateis not greater than the threshold, then method 400 may continue from 424to 428 which comprises adjusting the accuracy of the humidity sensorbased on the secondary gas flow rate. Thus, in some examples, theaccuracy of the ambient humidity sensor outputs determined at 304 ofmethod 300 described above in FIG. 3, may be maintained at approximatelythe same accuracy at 428. However, in other examples, the accuracy ofthe humidity sensor outputs determined at 304 may be adjusted based onchanges in the secondary gas flow rate. For example, the accuracy of thehumidity sensor may depend on the actual secondary gas flow rate. Thecontroller may include a look-up table that includes a relationshipbetween secondary gas flow rates and humidity sensor accuracies. Thus,the controller may use the look-up table to adjust the accuracy of thesensor based on the measured secondary gas flow rate.

Method 400 may then continue from either 426 or 428 to 430 whichcomprises determining if the wind speed is greater than a threshold.Wind speed may represent the velocity (e.g., speed and direction) ofwind relative to a stationary observer. In other examples, the windspeed may represent the relative velocity of wind with respect to thevehicle as the vehicle is moving. Wind speed may be estimated based onthe wirelessly received weather data and/or estimates of current vehiclespeed. The wind speed threshold may represent a pre-set wind speedstored in non-transitory memory of the controller. If it is determinedat 430 that the wind speed is greater than the threshold, then method400 may continue from 430 to 432 which comprises reducing the accuracyof estimated and/or predicted CAC and/or radiator outlet temperatureand/or efficiency models. Thus, the accuracies of one or more of theestimated and/or predicted CAC and/or radiator outlet temperature andefficiency models generated at 302 of method 300 of FIG. 3, may bereduced at 432. The predicted efficiency models generated at 302 ofmethod 300, may be based on outputs from one or more engine sensors thatmay not account for the effects of wind speed on CAC and/or radiatorefficiency. Thus, as wind speed increases, the accuracy of the predictedefficiency models for the CAC and/or radiator that are based on outputsfrom the engine sensors may decrease. For example, CAC and/or radiatorefficiency may increase with increasing wind speeds. Thus, the predictedCAC and/or radiator efficiency models generated based on outputs fromthe one or more engine sensors may underestimate actual CAC and/orradiator efficiencies as wind speed increases.

In some examples, the accuracy of the predicted models may be reduced bya pre-set amount at 432. However, in other examples, the amount that theaccuracy of the predicted models is reduced may be based on a velocityof the wind. Specifically, the accuracy of the predicted models may bereduced to a greater extent at higher wind speeds.

Further, the method 400 at 406 may additionally or alternativelycomprise adjusting one or more of the CAC and/or radiator outlettemperature and/or efficiency models based on the wind speed informationacquired via the wirelessly received weather data. Specifically, themodels may be adjusted based on one or more of wind speed, winddirection, vehicle speed, vehicle direction, and future wind velocityand vehicle trajectory models. Specifically, the adjusting may compriseincreasing the predicted efficiencies of one or more of the CAC andradiator for increasing relative wind speeds of the wind and vehicle. Inthis way, the accuracy of estimates of the CAC and/or radiator outlettemperatures and/or efficiency models may be increased. By increasingthe accuracy of estimated CAC and/or radiator efficiencies, engineoperating parameters such as fuel injection amount, fuel injectiontiming, spark timing, dilution rates, EGR flow, and boost may be moreprecisely controlled to desired levels, and thus fuel efficiency andengine performance may be increased and emissions may be reduced. Method400 then returns.

Returning to 430, if the wind speed is not greater than the threshold at430, then method 400 continues from 430 to 434 which comprises adjustingthe accuracy assigned to the predicted CAC and/or radiator outlettemperature and/or efficiency models based on the wind speed.Specifically, the accuracy may be adjusted based on the relativevelocity between the vehicle and ambient airflow. The controller mayinclude a look-up table that includes a relationship between relativewind velocities and CAC and/or radiator efficiency and/or outlettemperature model accuracies. Thus, the controller may use the look-uptable to adjust the accuracy of one or more of the models based on thewind velocity. Method 400 then returns.

In this way, a method may comprise adjusting an accuracy of a firstmeasurement of a first weather parameter, the first measurement obtainedfrom one or more engine sensors, based on one or more engine operatingconditions and/or one or more ambient conditions. More specifically, themethod may comprise reducing the accuracy of an ambient temperaturemeasurement obtained from outputs from an ambient temperature sensor inresponse to the ambient temperature measurement increasing above ahigher first threshold and/or decreasing below a lower second threshold.The method may additionally or alternatively comprise reducing theaccuracy of an ambient humidity measurement obtained from outputs froman ambient humidity sensor in response to the ambient humiditymeasurement increasing above a threshold and/or a secondary gas flowinto an intake manifold increasing above a threshold.

Turning now to FIG. 5, it shows an example method 500 for determiningthe accuracy of wirelessly received weather data including one or moremeasurements of at least one weather parameter. More simply, method 500may be executed to determine the accuracy of a measurement of a weatherparameter obtained from wirelessly received weather data. Method 500 maycontinue from 308 of method 300 described above in FIG. 3, and thus maybe executed as a subroutine of method 300 at 308.

Method 500 begins at 502 which comprises determining if the distance toa nearest location from which a weather measurement, included in theweather data, was obtained is greater than a threshold. As explainedabove with reference to FIGS. 1-3, the weather data, and weathermeasurements included therein, may be obtained from a weather stationequipped with devices for measuring atmospheric conditions. However, thedistance between the vehicle and the nearest weather station may changeduring vehicle operation as the vehicle is driven. Further, as thevehicle changes location, the weather station that is nearest thevehicle may change. Thus, more specifically, the method 500 at 502 maycomprise determining a distance between the nearest weather station fromwhich the weather data and weather measurement were obtained, and thecurrent vehicle location. The distance may be computed based on thecurrent geographical location of the vehicle as determined from avehicle navigation system (e.g., navigation module 40 described above inFIG. 1), and a second geographical location of the nearest weatherstation from which the weather data and weather measurement wereobtained.

If the distance between the current vehicle location and the andlocation of the nearest weather station from which the weather data andweather measurements were obtained is greater than the threshold at 502,then method 500 may continue from 502 to 504 which comprises reducingthe accuracy of the weather data. In some examples, the accuracy of theweather data may be reduced by a pre-set amount. In some examples, thepre-set amount may be such that the accuracy of the weather data isreduced to below the threshold described above in 313 of method 300 inFIG. 3. Thus, in some examples, when the distance between the vehicleand the nearest weather measurement is greater than the threshold, theaccuracy of the weather data may be below the threshold described abovein 313 of method 300 in FIG. 3. However, in other examples, the pre-setamount may be less than what would cause the accuracy of the weatherdata to drop below the threshold described above in 313 of method 300 inFIG. 3. Thus, in some examples, when the distance between the vehicleand the nearest weather measurement is greater than the threshold, theaccuracy of the weather data may be above the threshold described abovein 313 of method 300 in FIG. 3.

However, in other examples, the amount that the accuracy of the weatherdata is reduced may be based on the distance between the current vehiclelocation and the weather station, where the accuracy may be reduced to agreater extent for increasing distances above the threshold. In someexamples, the method 500 at 504 may comprise reducing the accuracy ofone or more measurements of exactly one weather parameter. However, inother examples, the method 500 at 504 may comprise reducing the accuracyof one or more measurements of more than one weather parameter. In yetfurther examples, the method 500 at 504 may comprise reducing theaccuracy of substantially all of the measurements of the weatherparameters included in the weather data. Thus, in some examples, theaccuracy of substantially all of the most recently received weather datamay be reduced. In yet further examples, the accuracies of the weatherparameters may be reduced in a non-uniform manner. Thus, the accuraciesof measurements of a first weather parameter may be reduced more than asecond weather parameter. For example, the weather data may in someexamples be received from more than one weather station. In suchexamples, the accuracy of the received data may be adjusted based on thedistance between the current vehicle location and the location of eachof the weather stations from which weather data was received.

However, if it is determined at 502 that the distance to the nearestweather measurement is not greater than the threshold, then method 500continues from 502 to 506 which comprises adjusting the accuracy of theweather data based on the distance between the vehicle location and theweather measurement location. For example, the accuracy of the weatherdata may increase with decreasing distance between the vehicle locationand the weather measurement location. Thus, as the vehicle approaches aweather station, the accuracy of the weather data may increase, and asthe vehicle gets farther away from a weather station, the accuracy ofthe weather data may decrease. The controller may include a look-uptable that includes a relationship between weather data accuracies anddistance from the vehicle to the nearest weather measurement. Thus, thecontroller may use the look-up table to adjust the accuracy of one ormore of the measurements of the weather parameters included in theweather data.

Method 500 may then proceed from either 504 or 506 to 508 whichcomprises determining if a microclimate has been detected. As explainedabove with reference to FIGS. 1-2, a microclimate may include an area,man-made structure, terrain, natural structure, etc., where the ambientconditions at the specific vehicle location may be different than theaverage ambient conditions for the regional location in which thevehicle is positioned. For example, a microclimate may include one ormore of a covered area, puddle, car wash, tunnel, stream or river,parking garage, bridge, gorge, etc.

In one example a microclimate may be detected based on the geographicallocation of the vehicle as determined via the navigation system. Forexample, it may be determined via the current vehicle location and a webmap service that the vehicle is within a building or parking structure.The web map service may be a mapping service that provides one or moreof satellite imagery, street maps, panoramic views, real-time trafficconditions, etc. Thus, using the web map service, the controller maydetermine if the vehicle is in a microclimate. In further examples, amicroclimate may be detected based on a difference between one or morefirst measurements of a first weather parameter obtained from one ormore engine sensors, and one or more second measurements of the firstweather parameter obtained from the weather data. Thus, if for a givenweather parameter, the measurements of said weather parameter from theweather data differ by more than a threshold amount from measurements ofthe weather parameter obtained from one or more engine sensors, then amicroclimate may be detected.

If a microclimate is detected at 508, then method 500 may proceed from508 to 510 which comprises reducing the accuracy of the weather data. Insome examples, the method 500 at 510 may comprise reducing the accuracyof one or more measurements of exactly one weather parameter. However,in other examples, the method 500 at 510 may comprise reducing theaccuracy of one or more measurements of more than one weather parameter.In yet further examples, the method 500 at 510 may comprise reducing theaccuracy of substantially all of the measurements of the weatherparameters included in the weather data. Thus, in some examples, theaccuracy of substantially all of the most recently received weather datamay be reduced. In yet further examples, the accuracy of the weatherdata for a weather parameter may be reduced by an estimated severity ofthe microclimate. Specifically, the accuracy of the weather data may bereduced to greater extents for increasing microclimate severities. Theseverity of the microclimate may be an estimated difference in ambientconditions between the microclimate and the surrounding environment. Theseverity of the microclimate may be estimated based on the differencebetween measurements of said weather parameter obtained from the weatherdata and from the one or more engine sensors. Thus, the severity of themicroclimate may be estimated to be greater for greater differencesbetween the measurements of the weather parameter obtained from theweather data, and measurements of the weather parameter obtained fromthe one or more engine sensors. As such, the accuracy of the weatherdata may be reduced for increasing differences above the thresholdbetween the weather data measurements and the engine sensor measurementsof the weather parameter.

In some examples, the accuracy of the weather data may be reduced at 510by a pre-set amount. In some examples, the pre-set amount may be suchthat the accuracy of the weather data is reduced to below the thresholddescribed above in 313 of method 300 in FIG. 3. Thus, in some examples,when a microclimate is detected, the accuracy of the weather data may bereduced to below the threshold described above in 313 of method 300 inFIG. 3. However, in other examples, the pre-set amount may be less thanwhat would cause the accuracy of the weather data to drop below thethreshold described above in 313 of method 300 in FIG. 3. Thus, in someexamples, when a microclimate is detected, the accuracy of the weatherdata may be above the threshold described above in 313 of method 300 inFIG. 3.

In yet further examples, the accuracy of the weather data may be reducedto below the threshold described above in 313 of method 300 in FIG. 3,when both a microclimate has been detected, and the distance to theweather measurement is greater than the threshold, and not when amicroclimate has been detected but the distance to the weathermeasurement is not greater than the threshold or when the distance tothe weather measurement is greater than the threshold but a microclimatehas not been detected.

Method 500 may then continue from 510 to 512 which comprises determiningif a duration since a most recent weather data update is greater than athreshold. Alternatively method 500 may proceed to 512 from 508 if amicroclimate is not detected at 508.

As explained above with reference to FIG. 1, the vehicle may receiveregular weather data updates. However, if wireless communication is lostbetween the vehicle and one or more remote servers (e.g., servers 16described above in FIG. 1), then the weather data may not be updateduntil wireless communication with the remote servers is re-established.In some examples, the weather data may be updated continuously whenwireless communication is established between the vehicle and the one ormore remote servers. In other examples, the updates may occurperiodically or at regularly scheduled time intervals. The threshold at512 may represent a time interval longer than the regularly scheduledtime interval at which weather data is updated when wirelesscommunication is established between the vehicle and the one or moreremote servers. However, in other examples, the threshold at 512 mayrepresent a time interval shorter than the regularly scheduled timeinterval at which weather data is updated when wireless communication isestablished between the vehicle and the one or more remote servers.

If the duration since the last weather data update is greater than thethreshold at 512, method 500 may continue from 512 to 514 whichcomprises reducing the accuracy of the weather data. In some examples,the weather data accuracy may be reduced by a pre-set amount at 514. Insome examples, the pre-set amount may be such that the accuracy of theweather data is reduced to below the threshold described above in 313 ofmethod 300 in FIG. 3. Thus, in some examples, when the duration sincethe most recent weather data update is greater than a threshold, theaccuracy of the weather data may be reduced to below the thresholddescribed above in 313 of method 300 in FIG. 3. However, in otherexamples, the pre-set amount may be less than what would cause theaccuracy of the weather data to drop below the threshold described abovein 313 of method 300 in FIG. 3. Thus, in some examples, when theduration since the most recent weather data update is greater than athreshold, the accuracy of the weather data may be above the thresholddescribed above in 313 of method 300 in FIG. 3.

In yet further examples, the accuracy of the weather data may be reducedto below the threshold described above in 313 of method 300 in FIG. 3,when all of a microclimate has been detected, the distance to theweather measurement is greater than the threshold, and the durationsince the most recent weather data update is greater than a thresholdand not when a microclimate has been detected and the duration since thelast weather data update is greater than a threshold but the distance tothe weather measurement is not greater than the threshold, or when thedistance to the weather measurement is greater than a threshold and theduration since the last weather data update is greater than a thresholdbut a microclimate has not been detected, or when a microclimate hasbeen detected and the distance to the weather measurement is greaterthan the threshold, but the duration since the most recent weather dataupdate is not greater than the a threshold.

However, in other examples, the accuracy of the weather data may bereduced to below the threshold described above in 313 of method 300 inFIG. 3, when the duration since the last weather data update is greaterthan the threshold and one or more of a microclimate has been detectedand/or the distance to the weather measurement is greater than thethreshold. Thus, in some examples, the accuracy of the weather data maynot be reduced to below the threshold described above in 313 of method300 in FIG. 3 when only one of a microclimate has been detected, thedistance to the weather measurement is greater than the threshold or theduration since the most recent weather data update is greater than thethreshold. Thus, in some examples, the accuracy of the weather data maybe reduced to below the threshold described above in 313 of method 300in FIG. 3, when at least two or more of the duration since the lastweather data update is greater than the threshold, a microclimate hasbeen detected and/or the distance to the weather measurement is greaterthan the threshold.

In yet further examples, the accuracy of the weather data may be reducedto below the threshold described above in 313 of method 300 in FIG. 3,when one or more of the duration since the last weather data update isgreater than the threshold, a microclimate has been detected and/or thedistance to the weather measurement is greater than the threshold.

In this way, the accuracy of the weather data may be adjusted based onone or more of the distance to the weather measurement, microclimate,and duration since the most recent weather data update. This finaladjusted accuracy may then be compared to the threshold described aboveat 313 of method 300 in FIG. 3.

In some examples, the method 500 at 514 may comprise reducing theaccuracy of one or more measurements of exactly one weather parameter.However, in other examples, the method 500 at 514 may comprise reducingthe accuracy of one or more measurements of more than one weatherparameter. In yet further examples, the method 500 at 514 may comprisereducing the accuracy of substantially all of the measurements of theweather parameters included in the weather data. Thus, in some examples,the accuracy of substantially all of the most recently received weatherdata may be reduced by a pre-set amount. In yet further examples, theaccuracy of the weather data for a weather parameter may be reduced byan amount based on the duration since the most recent weather dataupdate. Specifically, the accuracy of the weather data may be reduced toa greater extent for increasing durations since the last weather dataupdate above the threshold. Method 500 then returns.

Alternatively, if at 512 it is determined that the duration since themost recent weather data update is less than the threshold, method 500may continue from 512 to 516 which comprises adjusting the weather dataaccuracy based on the duration since the most recent weather dataupdate. Specifically, the accuracy of the weather data may increase asthe time since the most recent update decreases. Thus, the more recentthe weather data update, the more accurate the weather data may be.Method 500 then returns.

FIGS. 6-8 show example methods for adjusting engine operating parametersbased on either wirelessly received weather data or outputs from one ormore engine sensors, or both. Thus, the methods shown in FIG. 6-8represent example methods for adjusting at least one engine operatingparameter based on one or more of weather data and engine sensor outputsas explained above in 312, 314, and 318 of method 300 in FIG. 3. Thus,any one or more of the methods described in FIG. 6-8 may be executed atone or more of 312, 314, and 318 of method 300 in FIG. 3. Thus, methods600, 700, and 800, in FIGS. 6, 7, and 8, respectively, may be executedas a subroutine of method 300 at one or more of 312, 314, and 318.

The engine operating parameters may include one or more of EGR flow,spark timing, fuel injection timing, fuel injection amount, CACefficiency models, CAC outlet temperature models, radiator efficiencymodels, radiator outlet temperature models, induction air flow path, aircleaner operation, underbody temperature around the exhaust system, etc.Specifically, FIG. 6 shows an example method 600 for adjusting EGR flow,spark timing, and/or injection timing, FIG. 7 shows an example method700 for adjusting grille shutter operation, and FIG. 8 shows an examplemethod for adjusting operation of a two-mode air cleaner.

Focusing on FIG. 6, it shows an example method 600 for adjusting EGRflow, spark timing, and/or injection timing. Method 600 begins at 602which comprises adjusting predicted CAC and/or radiator outlettemperature and/or efficiency models based on the weather data and/orengine sensor outputs. Thus, in some examples, one or more of the CACefficiency, CAC outlet temperature, radiator efficiency, and radiatorefficiency models may be determined based on only received weather dataat 602. For example, one or more of the models may be determined basedon one or more of ambient temperature, ambient humidity, precipitationamount, precipitation type, etc. In other examples, one or more of theCAC efficiency, CAC outlet temperature, radiator efficiency, andradiator efficiency models may be determined based on only one or moreengine sensor outputs at 602. For example, one or more of the models maybe determined based on outputs from one or more of the ambienttemperature sensor, ambient humidity sensor, coolant temperature sensor,one or more of the pressure sensors, etc. In other examples, one or moreof the CAC efficiency, CAC outlet temperature, radiator efficiency, andradiator efficiency models may be determined based on a combination ofweather data and one or more engine sensors' outputs as described ingreater detail above with reference to 318 of FIG. 3.

Method 600 then continues from 602 to 604 which comprises determining ifambient temperature is greater than a higher first threshold. The higherfirst threshold may be a pre-set temperature that may be stored innon-transitory memory of the controller. In other examples, the firstthreshold may be adjusted based on engine operating conditions. If theambient temperature is greater than the higher first threshold, thenmethod 600 continues from 604 to 606 which comprises reducing EGR flow.EGR flow may be reduced by adjusting the position of an EGR valve (e.g.,EGR valve 252 described above in FIG. 2) towards a more closed position.EGR flow may be reduced by a pre-set amount at 606. In other examples,the amount that the EGR flow is reduced may be based on the ambienttemperature, where the EGR flow may be reduced to a greater extent forincreasing ambient temperatures above the higher first threshold.

However, if at 604 the ambient temperature is not greater than thehigher first threshold, then method 600 continues from 604 to 608 whichcomprises determining if the ambient temperature is less than a lowersecond threshold. The lower second threshold may be a pre-settemperature that may be stored in non-transitory memory of thecontroller. In other examples, the second threshold may be adjustedbased on engine operating conditions. If the ambient temperature is lessthan the lower second threshold, then method 600 continues from 608 to606 which comprises reducing EGR flow. EGR flow may be reduced byadjusting the position of an EGR valve (e.g., EGR valve 252 describedabove in FIG. 2) towards a more closed position. EGR flow may be reducedby a pre-set amount at 606. In other examples, the amount that the EGRflow is reduced may be based on the ambient temperature, where the EGRflow may be reduced to a greater extent for decreasing ambienttemperatures below the lower second threshold.

However, if at 608 it is determined that the ambient temperature is notless than the lower second threshold, and that the ambient temperatureis therefore between the lower second and higher first thresholds, thenmethod 600 may continue from 608 to 610 which comprises adjusting EGRbased on the ambient temperature. Specifically, the controller mayinclude a look-up table that includes a relationship between EGR flowrates and ambient temperatures. Thus, the controller may use the look-uptable to determine a desired EGR flow rate based on the ambienttemperature, and then may adjust the EGR valve to achieve the desiredEGR flow rate.

Method may then continue from either 610 or 606 to 612 which comprisesdetermining a current dew point in the CAC. In some examples, the dewpoint may be provided in the weather data. In other examples, the dewpoint may be calculated based on the ambient humidity and a pressure inthe CAC which may be estimated via outputs from a boost pressure sensor(e.g., boost pressure sensor 227 described above in FIG. 2), and anamount of EGR flow which may be determined based on a position of theEGR valve and a pressure differential across the valve. Thus, the dewpoint may be determined based on engine sensor outputs in addition to,or in place of the weather data.

After determining the dew point, method 600 may continue to 614 whichcomprises determining if there is condensate formation in a charge aircooler (e.g., CAC 218 described above in FIG. 2). Condensate may occurin the CAC when the CAC is below the dew point. Thus, the controller maydetermine if there is condensation forming in the CAC based on atemperature of CAC as estimated based on outputs from a temperaturesensor positioned near or within the CAC (e.g., air charge temperaturesensor 225 described above in FIG. 2). Thus, it may be determined thatcondensate is forming in the CAC if the temperature of the CAC is belowthe dew point. In this way, the presence of condensate in the CAC may bedetermined based on a pressure of charge air in the CAC, an ambienthumidity level, an amount of EGR flowing into the CAC, and a temperatureof air within the CAC. Further, the presence of condensate in the CACmay additionally be determined based on wind speed relative to thevehicle, and precipitation. Condensate may increase with increasing windspeeds and/or precipitation rates. The dew point may increase forincreases in ambient humidity, EGR flow and boost pressure. That is, thetemperature at which water vapor turns to liquid may increases forincreases in humidity, EGR flow, and boost pressure.

If it is determined at 614 that condensate is forming within the CAC,method 600 may continue from 614 to 616 which comprises reducing EGRflow. In some examples, EGR flow may be reduced by a pre-set amount at616. However, in other examples, the amount that the EGR flow is reducedat 616 may be determined based on an estimate amount of condensateformation in the CAC. The amount of condensate forming in the CAC may beestimated based on a difference between the temperature of the CAC, andthe dew point. Thus, EGR flow may be reduced to a greater extent forgreater differences between the CAC temperature and the dew point, whenthe CAC temperature is below the dew point.

However if it is determined that the CAC temperature is above the dewpoint at 614, and thus that condensate is not forming within the CAC,then method 600 may continue from 614 to 618 which comprises adjustingEGR flow based on one or more of ambient humidity, ambient temperature,and boost pressure. For example, future CAC temperature and ambienthumidity models may be generated based on the received weather dataand/or outputs from one or more engine sensors, and EGR flow may beregulated to maintain the CAC temperature below the dew point duringfuture engine operating conditions. Thus a desired EGR flow may bedetermined based on the CAC temperature and the dew point, where thedesired EGR flow may be an EGR flow that maintains the CAC temperaturebelow the dew point to reduce condensate formation. In other examples,the method 600 at 618, may comprise maintaining EGR flow.

Method 600 then continues from either 616 or 618 to 620 which comprisesdetermining a dilution rate based on the ambient humidity and EGR flowrate. For example, the dilution rate may increase for increases in theambient humidity and EGR flow rates. The dilution rate may be a fueldilution rate, or a rate at which fuel is diluted in the engine.

After determining the dilution rate at 620, method 600 may then continueto 622 which comprises adjusting a spark timing and/or a fuel injectiontiming based on the dilution rate. For example, the spark timing and/orfuel injection timing may be advanced with decreasing dilution rates,and may be retarded for increasing dilution rates. Method 600 thenreturns.

Turning to FIG. 7, it shows an example method 700 for adjusting grilleshutter operation. Specifically, an active grille shutter system (e.g.,grille shutter system 260 described above in FIG. 2) comprisingadjustable grille shutters (e.g., grille shutters 244 described above inFIG. 2) may become stuck and/or may operate with reduced functionalitywhen degraded or when clogged with debris (e.g., rock dirt, ice, snow,etc.). Method 700 provides an example approach for determining whetherthe grille shutter system is degraded, or has simply become clogged withdirt, mud, etc., when movement of the grille shutters is restrictedand/or the grille shutters are stuck. Further, method 700 may includedisplaying an alert to the vehicle operator to wash off the grilleshutters if it is determined that the grille shutters are clogged withdebris (e.g., mud, snow, ice, dirt, etc.).

Method 700 begins at 702 which comprises determining if one or moregrille shutters (e.g., grille shutters 244 described above in FIG. 2)are stuck. It may be determined that the grille shutters are stuck basedon control signals sent from the controller to an actuator of the grilleshutters. Thus, if the position of the grille shutters do not changewhen commanded to do so by the engine controller, then it may bedetermined that the grille shutters are stuck. If it is determined at702 that the grille shutters are not stuck, then method 700 may continuefrom 702 to 704 which comprises continuing to adjust the grille shuttersbased on engine operating conditions. Method 700 then returns.

However, if the grille shutters are determined to be stuck at 702, thenmethod 700 may continue from 702 to 706 which comprises determining ifprecipitation has occurred based on the received weather data. In someexamples, the method 700 at 706 may comprise determining ifprecipitation has occurred within a recent threshold amount of timeand/or if a threshold amount of precipitation occurred. If precipitationhas not occurred, then method 700 may continue from 706 to 708 whichcomprises displaying a notification to a user of the vehicle that thegrille shutter may be degraded and/or that it may require maintenance.For example, the notification of grille shutter degradation may bepresented to a vehicle operator via a display screen (e.g., visualdisplay 38 described above in FIG. 1). Method 700 then returns.

However, if it is determined that precipitation has occurred, thenmethod 700 may continue from 706 to 710 which comprises determining ifthe vehicle is on a dirt road. It may be determined whether or not thevehicle is on a dirt road based on the navigation system and/or a webmap service as explained in greater detail above with reference toFIG. 1. If the vehicle is not on a dirt road, then method 700 maycontinue from 710 to 708 and display the notification to the user of thevehicle that the grille shutter may be degraded. Method 700 thenreturns.

However, if it is determined at 710 that the vehicle is on a dirt road,then method 700 may continue from 710 to 712 which comprises alerting avehicle user to wash off the grille. The alert may be presented to thevehicle user via the display screen. In other examples, the alert may bepresented to the vehicle user via audible sounds. Thus, in someexamples, a vehicle operator may be alerted to wash off the grille whenthe grille shutters are stuck, precipitation has recently occurred, andthe vehicle is driving on a dirt road.

In other examples, method 700 may continue directly from 706 to 712 ifit is determined at 706 that precipitation has occurred, and may notexecute 710. Thus, in some examples, a vehicle operator may be alertedto wash off the grille if precipitation has recently occurred and thegrille shutters are stuck. In yet further examples, the method 700 maynot execute 706 and may proceed directly from 702 to 710 if it isdetermined at 702 that the grille shutters are stuck. Thus, in someexamples, a vehicle operator may be alerted to wash off the grille ifthe vehicle is driving on a dirt road and the grille shutters are stuck.After alerting the vehicle user to wash off the grille at 712, method700 then returns.

Moving on to FIG. 8, it shows an example method 800 for adjustingoperation of a two-mode air cleaner. Specifically, the example method800 may be used to adjust the source from which ambient airflow isinducted into an air cleaner (e.g., air cleaner 211 described above inFIG. 2). The air cleaner may be coupled to two or more sources of gasses(e.g., ambient air), and may be operated to adjust how much airflow(e.g., mass flow rate, volumetric flow rate, etc.), it receives fromeach of the sources. For example, the air cleaner may be operated toreceive ram air from an intake passage (e.g., intake passage 242described above in FIG. 2) as explained above with reference to FIG. 2.Additionally or alternatively, the air cleaner may be operated toreceive intake air from a snorkel (e.g., secondary intake passage 243described above in FIG. 2) that receives ambient airflow from a positionvertically above the intake passage in an on-road vehicle. The aircleaner may also be operated to receive gasses from other sources, suchas additional snorkels, exhaust gasses from an exhaust passage (e.g.,exhaust conduit 235 described above in FIG. 2), etc.

More specifically, the air cleaner may be operated in a protected firstmode. In the protected first mode, the air cleaner does not receive ramair from the intake passage. Thus, in the protected first mode the aircleaner may only receive airflow from the snorkel. However, in a ram airsecond mode, the air cleaner receives air from the intake passage. Insome examples, the air cleaner may only receive airflow from the intakepassage in the ram air second mode. It should be appreciated that theair cleaner may switch between the two modes and thus may adjust whereit receives airflow from, by adjusting the position of a valve (e.g.,valve 272 described above in FIG. 2) included in the intake passage, orsnorkel, or a junction between the intake passage and snorkel, or withinthe air cleaner. Thus a controller (e.g., controller 212 described abovein FIG. 2) may send electrical signals (e.g., electrical voltage and/orcurrent changes) to an actuator of the valve to adjust an air inductionpath into the air cleaner. Thus, in the description of method 800herein, adjusting of operation of the air cleaner may refer to adjustingof the position of a valve, or other actuator that varies the airflowsource from which the air cleaner draws in ambient air. By adjusting theposition of the valve, the controller may adjust the relative amount ofair received by the air cleaner from the intake passage and thesecondary intake passage or snorkel.

Method 800 begins at 802 which comprises determining if there isprecipitation in ram air received in the intake passage. Precipitationin the ram air may be detected based on one or more of the receivedweather data, road conditions, and/or outputs from the humidity sensor.For example, it may be determined that there is precipitation in the ramair when one or more of the received weather data indicates thatprecipitation is occurring, the road on which the vehicle is driving isflooded with water, the vehicle is driving in a high water level area,the intake passage is below the dew point, etc.

If there is precipitation in the ram air received in the intake passage,then method 800 may continue from 802 to 804 which comprises using theprotected second duct (e.g., secondary intake passage 243 describedabove in FIG. 2) as the air inlet air path that provides the intakemanifold (e.g., intake manifold 222 described above in FIG. 2) withintake air. Thus, at 804, the air cleaner may be switched to theprotected first mode, and as such the air cleaner and intake manifoldmay not receive airflow from the intake passage. In some examples, theair cleaner may only receive airflow from the protected second duct.Method 800 then returns.

However, if it is determined at 802, that there is substantially noprecipitation in the ram air, then method 802 may continue from 802 to806 which comprises determining if there is dirt in the intake passage.Determining if there is dirt in the intake passage may comprisedetermining if the vehicle is driving on a dirt road in the same orsimilar manner to that described above with reference to 710 in method700 of FIG. 7. Thus, if the vehicle is driving on a dirt road, then itmay be determined that dirt is in the intake passage at 806. If there isdirt in the intake passage, then method 800 continues from 806 to 804and the air cleaner is switched into the protected first mode. Method800 then returns.

However, if it is determined at 806 that there is substantially no dirtin the intake passage, then method 800 may continue from 806 to 808which comprises determining if the ambient temperature is less than athreshold. The ambient temperature may be determined based on one ormore of the wirelessly received weather data and outputs from theambient temperature sensor. If it is determined at 808 that the ambienttemperature is less than the threshold, then method 800 may continuefrom 808 to 804 and the air cleaner is switched into the protected firstmode. Method 800 then returns.

However, if it is determined at 808 that the ambient temperature is notless than the threshold at 808, then method 800 may continue to 810which comprises determining if the ambient humidity is greater than athreshold. The ambient humidity may be determined based on one or moreof the wirelessly received weather data and outputs from the ambienthumidity sensor. If the ambient humidity is greater than the thresholdat 810, then method 800 may proceed from 810 to 804 and the air cleaneris switched into the protected first mode. Method 800 then returns.

However, if it is determined at 810 that the ambient humidity is notgreater than the threshold, then method 800 may continue from 810 to 812which comprises determining if the engine load is less than a threshold.The engine load may be determined based on one or more of a driverdemanded torque as determined via input from an accelerator pedal, anengine speed, electrical loads, etc. If the engine load is less than thethreshold at 812, then method 800 may continue from 812 to 804 and theair cleaner is switched into the protected first mode. Method 800 thenreturns.

However, if it is determined at 812 that the engine load is not lessthan the threshold, then method 800 may proceed from 812 to 814 whichcomprises continuing to use the intake passage to provide ambientairflow to the intake manifold to deliver the desired engine torque.Thus, at 814, the air cleaner is operated in the ram air second mode.Thus, when the engine load is greater than the threshold engine load,and one or more of the humidity is less than a threshold, the ambienttemperature is greater than a threshold, and there is substantially nodirt nor precipitation in the intake passage, then the intake passagemay be used to provide more airflow to the intake manifold to meettorque demands of the engine. Thus, operation of the air cleaner may beadjusted based on one or more of precipitation rates, road on which thevehicle is traveling, ambient temperature, ambient humidity, and engineload. In some examples, the air cleaner may be switched to the protectedfirst mode when the engine load is less than the threshold and one ormore of precipitation is in the ram air, dirt is in the intake passage,ambient temperature is less than the threshold, and humidity is greaterthan the threshold. Further, the air cleaner may not be switched to theprotected first mode when the engine load is greater than the threshold,even when one or more of precipitation is in the ram air, dirt is in theintake passage, ambient temperature is less than the threshold, andhumidity is greater than the threshold.

Continuing to FIG. 9, it shows a graph 900 depicting changes in EGR flowand spark timing, during varying engine operating conditions.Specifically, example changes in spark timing are shown at plot 902, andexample changes in EGR flow are shown at plot 904. As explained abovewith reference to FIG. 7, EGR flow may be adjusted based on one or moreof estimated condensate in a charge air cooler (e.g., CAC 218 describedabove in FIG. 2), outlet temperature of the CAC, efficiency of the CAC,etc., where the condensate may be estimated based on humidity, ambienttemperature, etc. Plot 906 shows example changes in the estimatedcondensate levels in the CAC, and plot 908 shows example changes inambient humidity. Further, plot 912 shows example changes in ambienttemperature. The estimated CAC efficiency may be adjusted based onprecipitation levels and wind speed. Plot 910 shows example changes inwind speed, and plot 914 shows example changes in precipitation rates.

As explained above with reference to FIG. 2, spark timing may beadjusted to a more advanced or more retarded timing relative to maximumbrake torque (MBT) timing. EGR flow may be estimated based on one ormore of a position of an EGR valve (e.g., EGR valve 252 described abovewith reference to FIG. 2) positioned in an EGR passage (e.g., passage251 described above in FIG. 2), a pressure differential across thevalve, a difference in pressure between where the EGR passage is coupledto in an exhaust passage (e.g., exhaust conduit 235 described above withreference to FIG. 2) and an intake passage (e.g., intake passage 242described above in FIG. 2), etc. The humidity may represent ambientrelative humidity, and as explained above with reference to FIG. 3, thehumidity may be estimated based on either outputs from a humidity sensor(e.g., humidity sensor 229 described above in FIG. 1) or weather datareceived wirelessly from a vehicle communication system (e.g.,telematics unit 30 described above in FIG. 1), or both. Similarly, thetemperature may represent ambient temperature of air outside of thevehicle (e.g., vehicle 202 described above in FIG. 2), and the ambienttemperature may be estimated based on either the wirelessly receivedweather data or outputs from a temperature sensor (e.g., temperaturesensor 221 described above in FIG. 1), or both. Wind speed may representthe velocity (e.g., speed and direction) of wind relative to the vehicleif the vehicle were stationary. In other examples, the wind speed mayrepresent the velocity of wind relative to the vehicle as the vehicle ismoving. Wind speed may be estimated based on the wirelessly receivedweather data and/or estimates of current vehicle speed. Precipitationlevels may represent a volumetric and/or mass flow rate of precipitation(e.g., rain, snow, hail, etc.) which may be estimated based on thewirelessly received weather data.

Spark timing may be adjusted by a controller (e.g., controller 212) byadjusting an electrical signal (e.g., voltage and/or current), such as apulse width modulated signal, supplied to one or more spark plugs (e.g.,spark plug 272 described above in FIG. 2). Further, EGR flow may beadjusted by adjusting a position of the EGR valve. The position of theEGR valve may be adjusted between a fully closed first position and afully open second position and/or any position there-between via, forexample, electrical signals sent from the controller to an actuator ofthe EGR valve. In the fully closed position substantially no EGR mayflow through the valve to the intake passage, and the amount of EGRflowing to the intake passage may increase as the valve is adjusted withincreasing deflection towards the fully open position, where an openingformed by the valve increases with increasing deflection towards thefully open position.

Beginning before t₁, humidity levels may be increasing from a lowerfirst level (plot 908), and ambient temperature may be relatively stableat around a higher first level (plot 912). Due to the increasinghumidity levels, condensate levels in the CAC may be increasing beforet₁ (plot 906). Further, precipitation levels may be at a lower firstlevel. In some examples, substantially no precipitation occurs beforet₁. Further, wind speed (plot 910) may be at a respective lower firstlevel before t₁. EGR flow (plot 904) may be at a higher first levelbefore t₁. In response to the increasing humidity and condensate levelsbefore t₁, spark timing may be advanced from MBT. Specifically, theamount of advance of the spark timing may be proportional to theincrease in condensate levels.

At t₁, the humidity level may continue to increase, and the condensatelevels may increase above a threshold, the threshold represented by plot905 in FIG. 9. In response to the condensate levels increasing above thethreshold at t₁, EGR flow may be reduced from the higher first level itwas at before t₁, to a lower second level, the second level being lowerthan the first level. Thus, EGR flow is reduced at t₁. Spark timing maycontinue to be advanced relative to MBT. The ambient temperature maycontinue to fluctuate around the higher first level, wind speed mayremain around the lower first level, and precipitation may continue toremain at the lower first level at t₁.

Between t₁ and t₂, the condensate levels may decrease due to the reducedEGR flow. EGR flow may remain around the lower second level between t₁and t₂, and the spark timing may be retarded back towards MBT from themore advanced position attained at t₁. Humidity levels may remainrelatively constant at a higher second level, precipitation may remainat the lower first level, ambient temperature may continue to fluctuatearound the higher first level, and wind speed may remain at the lowerfirst level between t₁ and t₂.

At t₂, the wind speed may increase from the lower first level, and assuch, condensate levels may begin to increase at t₂. Spark timing mayreturn to approximately MBT at t₂, and EGR may remain at the lowersecond level. Humidity levels may remain relatively constant at thehigher second level, precipitation may remain at the lower first level,and ambient temperature may continue to fluctuate around the higherfirst level at t₂.

Between t₂ and t₃, wind speed may continue to increase and as such,condensate levels may continue to increase. Spark timing may remainaround MBT between t₂ and t₃, and EGR may remain at the lower secondlevel. Humidity levels may remain relatively constant at the highersecond level, precipitation may remain at the lower first level, andambient temperature may continue to fluctuate around the higher firstlevel between t₂ and t₃.

At t₃, the wind speed may stop increasing, and may reach a higher secondlevel. However, condensate levels may increase above the threshold att₃, and in response to the condensate levels increasing above thethreshold, EGR flow may be reduced from the lower second level to alower third level, the lower third level being less than the lowersecond level. Spark timing may remain at MBT at, humidity levels mayremain relatively constant at the higher second level, precipitation mayremain at the lower first level, and ambient temperature may continue tofluctuate around the higher first level at t₃.

Between t₃ and t₄, wind speed may remain around the higher second level,and condensate levels may decrease below the threshold as a result ofthe EGR flow being reduced to the lower third level at t₃. EGR flow mayremain at the lower third level, spark timing may remain around MBT,humidity levels may remain relatively constant at the higher secondlevel, precipitation may remain at the lower first level, and ambienttemperature may continue to fluctuate around the higher first levelbetween t₃ and t₄.

At t₄, precipitation may begin to increase from the lower first level,and as such, condensate levels may begin to increase at t₄. Spark timingmay remain approximately at MBT at t₄, and EGR may remain at the lowerthird level. Humidity levels may remain relatively constant at thehigher second level, ambient temperature may remain at the higher firstlevel, and wind speed may remain around the higher second level at t₄.

Between t₄ and t₅ precipitation may continue to increase and may reach ahigher second level. As such, condensate levels may continue to increasebetween t₄ and t₅. Spark timing may remain at approximately MBT, and EGRmay remain at the lower third level between t₄ and t₅. Humidity levelsmay remain relatively constant at the higher second level, ambienttemperature may remain at the higher first level, and wind speed mayremain around the higher second level.

At t₅ precipitation rates may remain at the higher second level, andcondensate levels may increase above the threshold at t₅. In response tothe condensate levels increasing above the threshold, EGR flow may bereduced from the lower third level to a lower fourth level, the lowerfourth level being less than the lower third level. Spark timing mayremain at MBT, humidity levels may remain relatively constant at thehigher second level, wind speed may remain at the higher second level,and ambient temperature may continue to fluctuate around the higherfirst level at t₅.

Between t₅ and t₆, precipitation rates may remain around the highersecond level, and condensate levels may decrease below the threshold asa result of the EGR flow being reduced to the lower fourth level at t₅.EGR flow may remain at the lower fourth level, spark timing may remainaround MBT, humidity levels may remain relatively constant at the highersecond level, wind speed may remain around the higher second level, andambient temperature may continue to fluctuate around the higher firstlevel between t₅ and t₆.

At t₆, precipitation rates and humidity may begin to decrease from theirrespective higher second levels. As such, condensate levels may continueto decrease at t₆. Further, spark timing may remain at MBT, wind speedmay remain at the higher second level, EGR flow may remain at the lowerfourth level, and ambient temperature may continue to fluctuate aroundthe higher first level at t₆.

Between t₆ and t₇, precipitation rates and humidity may continue todecrease. The precipitation rate may reach the lower first level, andhumidity level may decrease to a lower third level, the lower thirdlevel being less than the lower first level. As such, condensate levelsmay continue to decrease between t₆ and t₇. Further, spark timing mayremain at MBT, wind speed may remain at the higher second level, EGRflow may remain at the lower fourth level, and ambient temperature maycontinue to fluctuate around the higher first level between t₆ and t₇.

At t₇, the wind speed may begin to decrease from the higher secondlevel. The precipitation rate may remain at approximately the lowerfirst level, humidity levels may continue to fluctuate around the lowerthird level, and condensate levels may continue to decrease at t₇.Further, spark timing may remain at MBT, ambient temperature maycontinue to fluctuate around the higher first level, and EGR flow mayremain at the lower fourth level at t₇.

Between t₇ and t₈, the wind speed may continue to decrease and may reachthe lower first level. As such, condensate levels may continue todecrease between t₇ and t₈. The precipitation rate may remain atapproximately the lower first level, and humidity levels may continue tofluctuate around the lower third level between t₇ and t₈. Further, sparktiming may remain at MBT, ambient temperature may continue to fluctuatearound the higher first level, and EGR flow may remain at the lowerfourth level at between t₇ and t₈.

At t₈, EGR flow may be increased from the lower fourth level in responseto the decreasing condensate levels. Condensate levels may reach a lowerlevel at t₈. The precipitation rate may remain at approximately thelower first level, and humidity levels may continue to fluctuate aroundthe lower third level at t₈. Further, spark timing may remain at MBT,ambient temperature may continue to fluctuate around the higher firstlevel, and wind speed may continue to fluctuate around the lower firstlevel at t₈.

Between t₈ and t₉, EGR flow may continue to be increased and may reach ahigher fifth level. In some examples the higher fifth level may begreater than the lower second level. Condensate levels remain at thelower level, the precipitation rate may remain at approximately thelower first level, and humidity levels may continue to fluctuate aroundthe lower third level between t₈ and t₉. Further, spark timing mayremain at MBT, ambient temperature may continue to fluctuate around thehigher first level, and wind speed may continue to fluctuate around thelower first level between t₈ and t₉.

At t₉, ambient temperature may begin to decrease from the higher firstlevel. As such, condensate levels may begin to increase at t₉. EGR flowmay remain around the higher fifth level at t₉. The precipitation ratemay remain at approximately the lower first level, and humidity levelsmay continue to fluctuate around the lower third level at t₉. Further,spark timing may remain at MBT, and wind speed may continue to fluctuatearound the lower first level at t₉.

Between t₉ and t₁₀, ambient temperature may continue to decrease and mayreach a lower second level. Correspondingly, condensate levels maycontinue to increase between t₉ and t₁₀, however, they may remain belowthe threshold. EGR flow may remain around the higher fifth level betweent₉ and t₁₀. In response to the increasing condensate levels, sparktiming may be advanced from MBT between t₉ and t₁₀. The precipitationrate may remain at approximately the lower first level, humidity levelsmay continue to fluctuate around the lower third level between, and windspeed may continue to fluctuate around the lower first level between t₉and t₁₀.

At t₁₀, EGR flow may begin to be reduced from the higher fifth level inresponse to the increasing condensate levels. Thus, in some examples,EGR flow may be reduced in response to increasing condensate levels,even when the condensate levels are still below the thresholdrepresented by plot 905. Spark timing may be retarded back towards MBTat t₁₀, in response to the reduction in EGR flow at t₁₀. Condensatelevels may begin to decrease at t₁₀. Ambient temperature may remainaround the lower second level, the precipitation rate may remain atapproximately the lower first level, humidity levels may continue tofluctuate around the lower third level between, and wind speed maycontinue to fluctuate around the lower first level at t₁₀.

After t₁₀, EGR flow may reach a lower sixth level, the lower sixth levelbeing less than the higher fifth level. Condensate levels may decreaseto lower levels similar to levels between t₆ and t₇, and spark timingmay remain around MBT. Ambient temperature may remain around the lowersecond level, the precipitation rate may remain at approximately thelower first level, humidity levels may continue to fluctuate around thelower third level, and wind speed may continue to fluctuate around thelower first level after t₁₀.

In this way, a technical effect of increasing fuel efficiency andreducing regulated emissions is achieved by obtaining more accurateestimates of one or more of weather parameters, and current engineoperating conditions. More accurate estimates of the one or more ofweather parameters, and current engine operating conditions may beachieved by utilizing both wirelessly received weather information, andoutputs from various vehicle and/or engine sensors. More specifically,by assessing the accuracy of both the wirelessly received weather data,and the various engine and/or vehicle sensors, an engine controller maydecide whether to use the weather data, or outputs from one or moresensors included in the vehicle, or a combination of both, to estimateone or more of a weather parameter, ambient condition, and/or a currentengine operating condition. Estimates of one or more of the weatherparameter, ambient conditions, and/or current engine operating conditionmay be adjusted based on the accuracies of the weather data and enginesensors' outputs. As such, a more accurate estimate of one or more ofweather parameters, ambient conditions, and current engine operatingconditions may be achieved than in vehicle systems in which one or moreof a weather parameter, ambient condition, and/or current engineoperating condition are only estimated based on either weather data, orvehicle sensors' outputs.

For example, when the engine sensors' outputs are more accurate than theweather data, such as when the vehicle is not in wireless communicationwith the remote servers and has not received a weather update for morethan a duration, and/or the vehicle is more than a threshold distancefrom the nearest weather measurement, and/or the vehicle has entered amicroclimate, the weather parameters may be estimated based on theengine sensors. In other examples, when the engine sensors' outputs aremore accurate than the weather data, more accurate estimates of theweather parameters may be achieved by weighting the estimates of theweather parameters towards the measurements provided by the enginesensors.

Conversely, when the weather data are more accurate than the enginesensors, such as when the engine compartment is above a higher firstthreshold or below a lower second threshold, and/or the humidity isabove a threshold, and/or EGR flow is above a threshold, and/or windspeed is above a threshold, the weather parameters may be estimatedbased on the weather data. In other examples, when the weather data aremore accurate than the engine sensors, more accurate estimates of theweather parameters may be achieved by weighting the estimates of theweather parameters towards the measurements provided by the weatherdata.

Engine operating parameters such as spark timing, fuel injection timing,EGR flow, and air inlet induction path are feedback controlled, meaningthe engine operating parameters are adjusted based on the estimates ofone or more weather parameters, ambient conditions, and/or currentengine operating conditions. Thus, the fuel efficiency and emissionslevels of the vehicle may depend on the accuracy of the estimates of theone or more weather parameters, ambient conditions, and/or currentengine operating conditions. Since, more accurate estimates of one ormore of the weather parameters, ambient conditions, and/or currentengine operating conditions are achieved in at least one representationof the present invention, fuel efficiency and regulated emissions may bereduced.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The control methods and routines disclosed herein may be stored asexecutable instructions in non-transitory memory. The specific routinesdescribed herein may represent one or more of any number of processingstrategies such as event-driven, interrupt-driven, multi-tasking,multi-threading, and the like. As such, various actions, operations,and/or functions illustrated may be performed in the sequenceillustrated, in parallel, or in some cases omitted. Likewise, the orderof processing is not necessarily required to achieve the features andadvantages of the example embodiments described herein, but is providedfor ease of illustration and description. One or more of the illustratedactions, operations and/or functions may be repeatedly performeddepending on the particular strategy being used. Further, the describedactions, operations and/or functions may graphically represent code tobe programmed into non-transitory memory of the computer readablestorage medium in the engine control system.

It will be appreciated that the configurations and routines disclosedherein are exemplary in nature, and that these specific embodiments arenot to be considered in a limiting sense, because numerous variationsare possible. For example, the above technology can be applied to V-6,I-3, I-4, I-6, V-12, opposed 4, and other engine configurations. Thesubject matter of the present disclosure includes all novel andnon-obvious combinations and sub-combinations of the various systems andconfigurations, and other features, functions, and/or propertiesdisclosed herein.

The following claims particularly point out certain combinations andsub-combinations regarded as novel and non-obvious. These claims mayrefer to “an” element or “a first” element or the equivalent thereof.Such claims should be understood to include incorporation of one or moresuch elements, neither requiring nor excluding two or more suchelements. Other combinations and sub-combinations of the disclosedfeatures, functions, elements, and/or properties may be claimed throughamendment of the present claims or through presentation of new claims inthis or a related application. Such claims, whether broader, narrower,equal, or different in scope to the original claims, also are regardedas included within the subject matter of the present disclosure.

1. A method comprising: receiving a first measurement of a weatherparameter from one or more engine sensors and a second measurement ofthe weather parameter from weather data; determining a first accuracy ofthe first measurement and a second accuracy of the second measurement;generating an estimate of the weather parameter based on the accuraciesof the first and second measurements; and adjusting at least one engineoperating parameter based on the generated estimate.
 2. The method ofclaim 1, wherein the weather data is wirelessly received from one ormore of a weather service provider, a weather station, and a network ofremote servers configured to store the weather data.
 3. The method ofclaim 1, wherein the at least one engine parameter comprises one or moreof a fuel injection amount, fuel injection timing, spark timing, EGRflow, air cleaner operation, and air induction pathway.
 4. The method ofclaim 1, wherein the determining the first accuracy of the firstmeasurement is based on one or more of an engine compartmenttemperature, an ambient humidity, a secondary gas flow rate, a windspeed, a precipitation type, and a precipitation amount.
 5. The methodof claim 1, wherein the determining the second accuracy of the secondmeasurement is based on one or more of a distance between a currentvehicle location and a weather measurement location from which thesecond measurement was obtained, a duration since a most recent weatherdata update, a presence of a microclimate, and a severity of themicroclimate.
 6. The method of claim 1, wherein the generating theestimate of the weather parameter comprises comparing the accuracies ofthe first and second measurements, and generating the estimate of theweather parameter based on one of the first or the second measurementwith the higher accuracy.
 7. The method of claim 1, wherein thegenerating the estimate of the weather parameter is based only on thefirst measurement when the accuracy of the second measurement is below athreshold.
 8. The method of claim 1, wherein the generating the estimateof the weather parameter is based only on the second measurement whenthe accuracy of the first measurement is below a threshold.
 9. Themethod of claim 1, wherein the generating the estimate of the weatherparameter is based on a weighted average of both the first and secondmeasurements, where the weighted average is determined based on therelative accuracies the first and second measurements.
 10. The method ofclaim 1, further comprising, adjusting one or more of a charge aircooler (CAC) efficiency model, CAC outlet temperature model, radiatorefficiency model, and radiator efficiency model based on the generatedestimate of the weather parameter.
 11. A method, comprising: in a firstmode where wireless communication with a weather service provider is notestablished, adjusting at least one engine operating parameter based onoutputs from one or more vehicle sensors; in a second mode wherewireless communication with a weather service provider is establishedand an accuracy of the one or more vehicle sensors is less than athreshold, adjusting the at least one engine operating parameter basedon wirelessly received weather data; and in a third mode where wirelesscommunication with a weather service provider is established and theaccuracy of the one or more vehicle sensor is not less than thethreshold, adjusting the at least one engine operating parameter basedon the wirelessly received weather data and outputs from the one or morevehicle sensors.
 12. The method of claim 11, wherein the one or morevehicle sensors comprise one or more of an ambient temperature sensor,an air charge temperature sensor, an ambient pressure sensor, an aircharge pressure sensor, an intake oxygen sensor, and a humidity sensor.13. The method of claim 11, wherein the weather data includes aplurality of measurements of one or more weather parameters, where theweather parameters comprise one or more of an ambient humidity, ambienttemperature, ambient pressure, precipitation type, precipitation amount,probability of precipitation, wind speed, wind direction, and dew point.14. The method of claim 11, wherein the accuracy of the one or morevehicle sensors is determined based on one or more of an enginecompartment temperature, an ambient humidity, a secondary gas flow rate,a wind speed, a precipitation type, and a precipitation amount.
 15. Themethod of claim 11, wherein the adjusting the at least one engineoperating parameter comprises adjusting a low-pressure exhaust gasrecirculation (EGR) flow rate based on one or more an ambient humidity,boost pressure, ambient temperature, and a CAC temperature.
 16. Themethod of claim 11, wherein the adjusting the at least one engineoperating parameter comprises adjusting a spark timing based on an EGRflow rate and an ambient humidity.
 17. The method of claim 11, whereinthe adjusting of the at least one engine operating parameter comprisesadjusting operation of an air cleaner to regulate an amount of ram airflowing into an intake manifold relative to an amount of air flowinginto the intake manifold from a snorkel coupled to the air cleaner. 18.The method of claim 11, wherein the adjusting the at least one engineoperating parameter comprises displaying an alert to a vehicle user viaa display screen when grille shutters of the grille shutter system arestuck and one or more of precipitation has occurred, and/or a vehicleincluding the grille shutter system has been driving on a dirt road,where the alert comprises instructions to wash off the grille shuttersystem.
 19. A vehicle system comprising: an engine system including oneor more sensors, where the one or more sensors provide a first set ofmeasurements for a plurality of weather parameters; a wirelesscommunication module configured to receive weather data from a networkof remote servers, the weather data including a second set ofmeasurements of the plurality of weather parameters; and a controller incommunication with the wireless communication module, the controllerincluding computer readable instructions for: determining a first set ofaccuracies for the first set of measurements obtained from the one ormore sensors; determining a second set of accuracies for the second setof measurements obtained from the weather data; and adjusting at leastone engine operating parameter based on the first and second sets ofaccuracies.
 20. The system of claim 19, further comprising a two-modeair cleaner, and where the adjusting the at least one engine operatingparameter comprises adjusting an amount of ram air flowing into anintake manifold of the engine system via the air cleaner relative to anamount of air flowing into the intake manifold from a snorkel coupled tothe air cleaner.